Irc Gov in 006 2014 PDF

IRC:6-2014
STANDARD SPECIFICATIONS
AND CODE OF PRACTICE
FOR ROAD BRIDGES
SECTION : II
LOADS AND STRESSES

(Revised Edition)
(Incorporating All Amendments and Errata published upto December, 2013)
INDIAN ROADS CONGRESS

2014
IRC:6-2014
STANDARD SPECIFICATIONS
AND
CODE OF PRACTICE FOR
ROAD BRIDGES
SECTION: II
LOADS AND STRESSES

(Revised Edition)
(Incorporating All Amendments and Errata published upto December, 2013)
Published by
INDIAN ROADS CONGRESS
Kama Marg
Koti
Sector-6, R.K. Puram
New Delhi-110022
JANUARY, 2014
Price ? 700/-
(Packing and postage charges extra)
IRC:6-2014
First published December, 1958
Reprinted May, lybz
Reprinted September, 19dv3
Second Revision uctober, iyD4
Third Revision Metric units . uctoDer, nyoD
Reprinted uctoDer, lyb/
Reprinted Novemoer, lyoy
Reprinted March, 1972 (incorporates Amendment No. 1-Nov. 1971)
Reprinted February, 1974 (incorporatesAmendment No. 2-Nov. 1972)
Reprinted August 1974 (incorporates Amendment No. 3-April 1974 and No. 4-August 1974)
Reprinted juiy, ly/ (incorporaies Amenament NO. o-ucioDer, ly/b)
/
Reprinted oepiemDer, lyo i (incorporaies me cnanges as given in ueiaii in me lasi two suD-paras
OT inirouuciion ai pctge o)
Reprinted November, 1985
Reprinted beptember, lyyu
y^ y^ T CI Cj A
Reprinted January,
1
iyy4
1 1 r"\ /
^r "1007
Reprinted January,
\ t~i
lyy/
t t \ J
Reprinted iviarcn, lyyy

Fourth Revision uecemDer, ûuu
Reprinted April, 2002 (Incorporates amended Fig. 5 at page 23)
Reprinted August, 2004 (Incorporates up-to-date Amendments)
Reprinted August, zuuo
Kepriniea Ar\r'i\
April, or\r\R
ûud
Reprinted September, 2009 (Incorporates Amendment No. 6)
Fifth Revision November, 2010
Revised Edition January, 2014 (Incorporating all Amendments and Errata Published upto
December, 2013)
(All Rights Reserved. No Part of this Publication shall be reproduced,

translated or transmitted in any form or by any means without the
permission of the Indian Roads Congress)
Printed by India Offset Press, Delhi-1 10064

(1000 Copies)
IRC:6-2014
CONTENTS
Page No.
Personnel of the Bridges Specifications and Standards Committee (i)
Introduction 1
Scope 3
201 Classification 3
202 Loads, Forces and Stresses 4
203 Dead Load 5
204 Live Loads ' 8
205 Reduction in the Longitduinal Effect on Bridges Accommodating 19

more than Two Traffic Lanes
206 Foot Over Bridges, Footway, Kerb, Railings, Parapet and Crash Barriers 19
207 Tramway Loading 23
208 Impact 24
209 Wind Load 27
210 Horizontal Forces due to Water Currents 34

211 Longitudinal Forces 37
212 Centrifugal Forces 40

213 Buoyancy 41
214 -
Earth Pressure 41
215 Temperature . , , 42
216 Deformation Stresses (for steel bridges only) 46

217 Secondary Stresses 47
218 Erection Stresses and Construction Loads 47
219 Seismic Force 48

220 Barge Impact on Bridges 59
221 Snow Load 64
222 Vehicle Collision Loads on Supports of Bridges, Flyover Supports and 65
Footover Bridges
223 Indeterminate Structures and Composite Structures 66
ANNEXURES
Digitized by the Internet Arch ive
in 2014
https ://arch ve .0 rg/detai Is/govl awi rcy201 406

i
)
IRC:6-2014
PERSONNEL OF THE BRIDGES SPECIFICATIONS AND STANDARDS COMMITTEE
(As on e**^ January, 2014)
1. Kandasamy, C. Director General (RD) & Spl. Secy, to Govt, of India, Ministry of Road
(Convenor Transport and Highways, Transport Bhavan, New Delhi
2. Patankar, V.L. Addl. Director General, Ministry of Road Transport and Highways
(Co-Convenor) Transport Bhavan, New Delhi
3. Pathak, A.P. Chief Engineer (B) S&R, (Ministry of Road Transport & Highways,
(Member-Secretary )
Transport Bhavan, New Delhi
Members
4. Agrawal, K.N. DG(W), CPWD (Retd.) Ghaziabad
5. Alinnchandani, C.R. Chairman & Managing Director, STUP Consultants (P) Ltd., Mumbai
6. Arora, H.C. Chief Engineer (Retd.) MORTH, New Delhi
7. Bagish, Dr. B.P. C-2/2013, Vasant Kunj, 0pp. D.RS. New Delhi
8. Bandyopadhyay, Dr. N. Director, Stup Consultants (P) Ltd. New Delhi
9. Bandyopadhyay, Dr. T.K Joint Director General (Retd.) INSDAG, Kolkata
10. Banerjee, A.K. Chief Engineer (Retd.) MoRT&H, New Delhi
11. Banerjee, T.B. Chief Engineer (Retd.) MoRT&H, New Delhi
12. Basa.Ashok Director (Tech.) B. Engineers & Builders Ltd., Bhubaneswar
13. Bhasin, P.C. ADG (B), (Retd.), MoRT&H, New Delhi
14. Bhowmick, Alok Managing Director, Bridge & Structural Engg. Consultants (P) Ltd.,
Noida
15. Bongirwar, P.L. Advisor, L&T, Mumbai

16. Dhodapkar, A.N. Chief Engineer (Retd.) MoRT&H, New Delhi
17. Ghoshal,A. Director and Vice President, STUP Consultants (P) Ltd. Kolkata
18. Joglekar, S.G. Vice President, STUP Consultants (P) Ltd. , Mumbai
19. Kand,,C.V. Chief Engineer (Retd.), MP, PWD Bhopal
20. Koshi, Ninan DG(RD) & Addl. Secy., (Retd) MOST New Delhi
21. Kumar, Ashok Chief Enginee (Retd.), MoRT&H, New Delhi
22. Kumar, Prafulla DG (RD) & AS, MoRT&H (Retd.) New Delhi
23. Kumar, Vijay E-in-Chief (Retd.) UP, PWD,

24. Manjure, P.Y. Director, Freyssinet Prestressed Concrete Co. Mumbai
25. Mukherjee, M.K. Chief Engineer (Retd.) MoRT&H, New Delhi
26. Nagpal,A.K. Prof. NT, New Delhi
27. Narain,A.D. DG (RD) & AS, MoRT&H (Retd.) New Delhi
(i)
IRC:6-2014
Zo. Ninan, K.b. unieT engineer (Keta.) MoKi oiM New ueini
randey, K.i\. unieT engineer (rianning), mok i oiH, New uelni
30. Parameswaran, Dr. Lakshmy Chief Scientist (BAS), CRRI, New Delhi
31. Raizada, Pratap S. Vice President (Corporate Affairs). Gammon India Ltd. Mumbai
32. Rao, Dr. M.V.B. A-181, Sarita Vihar, New Delh
33. Roy, Dr. B.C. Senior Executive Director, M/s. Consulting Engg. Services India (Pvt.)
Lia. ourgaon
oana, ur. o.k executive uirecior L/onsiruma L/Onsuiiancy (^r) Lia. iviumoai
35. Sharan, G. DG (RD) & Spl. Secy (Retd.) MoRT&H, New Dellhi
36. Sharma, R.S. Chief Engineer (Retd.) MoRT&H, New Delhi
37. Sinha, N.K. DG(RD) & SS, (Retd.) MoRT&H New Delhi
38. Subbarao, Dr. Harshavardhan Chairman & Managing Director, Construma Consultancy (P) Ltd.
IVIUl 1 lUdI
lanQon, ivianesn rroi. Managing uirecior, lanoon uonsuiianis [r) LTa.,iNew ueini
/I n 1 nanaavan, rv.d. oniei engineer ^Keia. j iviok dkn. i New ueini
41. Velayutham,, V. DG (RD) & SS (Retd.) MoRT&H, New Delhi
42. Viswanathan, T. 7046, Sector B, Pocket 10 , Vasant Kunj ,New Delhi
43. The Executive Director (B&S) RDSO, Lucknow

44. The Director and Head, (Civil Bureau of Indian Standards, New Delhi
Engg.),
Corresponding Members
1. Raima, Dr. V.K. Consultant (W.B.)
2. Singh, R.B. Director, Projects Consulting India (P) Ltd. New Delhi
Ex-Officio Members
1. Kandasamy, C. Director General (Road Development) & Special Secretary, MoRT&H
and President, Indian Roads Congress, New Delhi
2. Prasad, Vishnu Shankar Secretary General, Indian Roads Congress, New Delhi
(ii)
IRC:6-2014
STANDARD SPECIFICATIONS AND CODE OF

PRACTICE FOR ROAD BRIDGES
INTRODUCTION
The brief history of the Bridge Code given in the Introduction to Section I "General Features of
Design" generally applies to Section The draft of Section for "Loads and Stresses", as
1 1 also. 1 1
discussed at Jaipur Session of the Indian Roads Congress in 1 946, was considered further in
a number of meetings of the Bridges Committee for finalisation. In the years 1957 and 1958,
the work of finalising the draft was pushed on vigorously by the Bridges Committee.
In the Bridges Committee meeting held at Bombay

August 1958, all the commentsin
received till then on the different clauses of this Section were disposed off finally and a
drafting Committee consisting of S/Shri S.B. Joshi, K.K. Nambiar, K.F. Antia and S.K. Ghosh
was appointed to work in conjunction with the officers of the Roads Wing of the Ministry for
finalising this Section.
This Committee at its meeting held at New Delhi in September 1958 and later through
correspondences finalized Section II of the Bridge Code, which was printed in 1958 and
reprinted in 1962 and 1963.
The Second Revision of Section of the IRC:6 Code (1964 edition) included all the
II
amendments, additions and alterations made by the Bridges Specifications and Standards
(BSS) Committee in their meetings held from time to time.
The Executive Committee of the Indian Roads Congress approved the publication of the
Third Revision in metric units in 1966.
The Fourth Revision of Section II of the Code (2000 Edition) included all the amendments,
additions and alterations made by BSS Committee in their meetings held from time to
the
time and was reprinted in 2002 with Amendment No.1, reprinted in 2004 with Amendment
No. 2 and again reprinted in 2006 with Amendment Nos. 3, 4 and 5.
The Bridges Specifications and Standards Committee and the IRC Council at various meetings
approved certain amendments viz. Amendment No. 6 of November 2006 relating to Sub-
Clauses 218.2, 222.5, 207.4 and Appendix-2, Amendment No. 7 of February 2007 relating to
Sub-Clauses of 213.7, Note 4 of Appendix-I and 218.3, Amendment No. 8 of January 2008
relating to Sub-Clauses 214.2(a), 214.5.1.1 and 214.5.2 and new Clause 212 on Wind load.
As approved by the BSS Committee and IRC Council in 2008, the Amendment No. 9 of May
2009 incorporating changes to Clauses 202.3, 208, 209.7 and 218.5 and Combination of
Loads for limit state design of bridges has been introduced in Appendix-3, apart from the
new Clause 222 on Seismic Force for design of bridges.
The Bridges Specifications and Standards Committee in its meeting held on 26th October,
2009 further approved certain modifications to Clause 210.1, 202.3, 205, Note below Clause
208, 209.1, 209.4, 209.7, 222.5.5, Table 8, Note below Table 8, 222.8, 222.9, Table 1 and
deletion of Clause 213.8, 214.5.1.2 and Note below para 8 of Appendix-3. The Convenor
of B-2 Committee was authorized to incorporate these modifications in the draft for Fifth
Revision of IRC:6, in the light of the comments of some members. The Executive Committee,
1
IRC:6-2014
in its meeting held on 31st October, 2009, and the IRC Council in its ^89^'" meeting held on
14th
November, 2009 at Patna approved publishing of the Fifth Revision of IRC: 6.
The current Revised Edition of IRC:6 includes all the amendments and errata published from
time to time upto December, 2013.
The Revised Edition of IRC:6 was approved by the Bridges Specifications and Standards
Committee in its meeting held on 06.01.2014 and Executive Committee meeting held on
09.01.2014 for publishing.
The personnel of the Loads and Stresses Committee (B-2) is given below:
Banerjee, A.K. Convenor

Dhodapkar, A.N. Co-Convenor
Parameswaran, Member-Secretary
(Mrs.) Dr. Lakshmy
Members
Bhowmick, Alok Saha, Dr. G.P.
Chandke, A.S. Sharma, Aditya

Gupta, Vinay Sharan, G.
Garg,Dr S.K. Subbarao, Dr. H.
Huda, Y.S. Sarangi, D.

Joglekar, S.G. Srivastava, O.P.
Kumar, Manoj Thakkar, Dr. S.K.
Mukherjee, M.K. Thandavan, K.B.

Pandey, Alok Viswanathan, T.
Puri, S.K. Verma, G.L.

Roy, Samit Chaudhuri CE (B) S&R, MORTH
(A.RPathak)
Corresponding Members
Bhattacharya, Dr. S.K. Heggade, V.N.
Jain, Dr. S.K. Rao, Dr. M.V.B.
Kanhere, D.K.
Ex-officio Members
Kandasamy, C. Director General (Road Development)
& Special Secretary, MoRT&H and
President, IRC
Prasad, Vishnu Shankar Secretary General, Indian Roads Congress
2
IRC:6-2014
SCOPE
The object of the Standard Specifications and Code of Practice is to establish a common
procedure for the design and construction of road bridges in India. This publication is meant
to serve as a guide to both the design engineer and the construction engineer but compliance
with the rules therein does not them in any way of their responsibility for the stability
relieve
and soundness of the structure designed and erected by them. The design and construction
of road bridges require an extensive and through knowledge of the science and technique
involved and should be entrusted only to specially qualified engineers with adequate practical
experience in bridge engineering and capable of ensuring careful execution of work.
201 CLASSIFICATION
201.1 Road bridges and culverts shall be divided into classes according to the loadings
they are designed to carry.
IRC Class 70R Loading: This loading is to be normally adopted on all roads on which
permanent bridges and culverts are constructed. Bridges designed for Class 70R Loading
should be checked for Class A Loading also as under certain conditions, heavier stresses
may occur under Class A Loading.
IRC Class AA Loading: This loading is to be adopted within certain municipal limits, in certain
existing or contemplated industrial areas, in other specified areas, and along certain specified
highways. Bridges designed for Class AA Loading should be checked for Class A Loading
also, as under certain conditions, heavier stresses may occur under Class A Loading.
IRC Class A Loading: This loading is to be normally adopted on all roads on which permanent
bridges and culverts are constructed.
IRC Class B Loading: This loading is to be normally adopted for timber bridges.
For particulars of the above four types of loading, see Clause 204.
201.2 Existing bridges which were not originally constructed or later strengthened to take
one of the above specified I.R.C. Loadings will be classified by giving each a number equal
to that of the highest standard load class whose effects it can safely withstand.
Annex A gives the essential data regarding the limiting loads in each bridge's class, and
forms the basis for the classification of bridges.
201.3 Individual bridges and culverts designed to take electric tramways or other special
loadings and not constructed to take any of the loadings described in Clause 201.1 shall be
classified in the appropriate load class indicated in Clause 201.2.
3
IRC:6-2014
202 LOADS, FORCES AND STRESSES
202.1 The loads, forces and stresses to be considered in designing road bridges and
culverts are :
1) Dead Load G
2) Live Load Q
3) Snow Load
(see note i)
4) Impact factor on vehicular live load Q.^
5) Impact due to floating bodies or

vessels as the case may be F
6) Vehicle collision load
7) Wind load W
8) Water current F
9) Longitudinal forces caused by tractive
effort of vehicles or by braking of vehicles
and/or those caused by restraint of movement
of free bearings by friction or deformation F/F/F^
10) Centrifugal force F^^
11) Buoyancy G^
12) Earth pressure including live load

surcharge, if any F^^
13) Temperature effects F^^
(see note ii)
14) Deformation effects F^
15) Secondary effects F^
16) '
Erection effects Fer
e
17) Seismic force Feq

18) Wave pressure Fwp
(see note iii)
19) Grade effect Ge

(see note iv)
4
:
IRC:6-2014
Notes
i) The snow loads may be based be based on actual observation or past records in the
particular area or local practices, if existing.
ii) Temperature effects (F^^) in this context is not the frictional force due to the movement
of bearing but forces that are caused by the restraint effects.
iii) The wave forces shall be determined by suitable analysis considering drawing
and inertia forces etc. on single structural members based on rational methods or
model studies. In case of group of piles, piers etc., proximity effects shall also be
considered.
iv) For bridges built in grade or cross-fall, the bearings shall normally be set level by varying
the thickness of the plate situated between the upper face of the bearing and lower
^ face of the beam any other suitable arrangement. However, where the bearings
or by
are required to be set parallel to the inclined grade or cross-fall of the superstructure,
an allowance shall be made for the longitudinal and transverse components of the
vertical loads on the bearings.
202.2.2 All mennbers shall be designed to sustain safely most critical combination of various
loads, forces and stresses that can co-exist and all calculations shall tabulate distinctly
the various combinations of the above loads and stresses covered by the design. Besides
temperature, effect of environment on durability shall be considered as per relevant codes.
202.3 Combination of Loads and Forces and Permissible Increase in Stresses
The load combination shown in Table 1 shall be adopted for working out stresses in the
members. The permissible increase of stresses in various members due to these combinations
are also indicated therein. These combinations of forces are not applicable for working out
base pressure on foundations for which provision made in relevant IRC Bridge Code shall be
adopted. For calculating stresses in members using working stress method of design the load
combination shown in Table 1 shall be adopted.
The load combination as shown in Annex B shall be adopted for limit state design
approach.
203 DEAD LOAD

The dead load carried by a girder or member shall consist of the portion of the weight of the
superstructure (and the fixed loads carried thereon) which is supported wholly or in part by
the girder or member including its own weight. The following unit weights of materials shall be
used in determining loads, unless the unit weights have been determined by actual weighing
of representative samples of the materials in question, in which case the actual weights as
thus determined shall be used.
5
IRC:6-201 4
Service Condition Construction

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6
!RC:6-2014
2) Any load combination involving temperature, wind and/or earthquake acting
independently or in combination, maximum permissible tensile stress in Prestressed

Concrete Members shall be limited to the value as per relevant Code (IRC:112).
3) Use of fractional live load shown in Table 1 is applicable only when the design live load
given in Table 2 is considered. The structure must also be checked with no live load.
4) The gradient effect due to temperature is considered in the load combinations MB and
I MB. The reduced live load (Q) is indicated as 0.5. Its effects (F^, F^, and FJ are also
shown as 0.5, as 0.5 stands for the reduced live load to be considered in this case.
However for F^ it is shown as 1 , since it has effects of dead load besides reduced live
load. Q.^ being a factor of live load as shown as 1 . Whenever a fraction of live load 0.5
shown in the above Table under column Q is specified, the associated effects due to
live load {Q.^, F^, F^, Fând FJ shall be considered corresponding to the associated
fraction of live load. When the gradient effect is considered, the effects, if any, due to
overall rise or fall of temperature of the structure shall also be considered.
5) Seismic effect during erection stage is reduced to half in load combination IX when
construction phase does not exceed 5 years.
6) The load combinations (VIII and IX) relate to the construction stage of a new bridge. For
repair, rehabilitation and retrofitting, the load combination shall be project-specific.
7) Clause 219.5.2 may be referred to, for reduction of live load in Load Combination Vl.
Materials Weight
(t/m3)
1) Ashlar (granite) 2.7
2) Ashlar (sandstone) 2.4
3) Stone setts :
a) Granite 2.6
b) Basalt - 2.7
4) Ballast (stone screened, broken, 2.5 cm to 7.5 cm

guage, loose):
a) Granite 1.4
b) Basalt 1.6
5) Brickwork (pressed) in cement mortar 2.2
6) Brickwork (common) in cement mortar 1.9
7) Brickwork (common) in lime mortar 1.8
7
;;
IRC:6-2014
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204 LIVE LOADS

204.1 Details of I.R.C. Loadings
204.1.1 For bridges classified under Clause 201.1, the design live load shall consist of
standard wheeled or tracked vehicles or trains of vehicles as illustrated in Figs. 1 to 3 and
Annex A. The trailers attached to the driving unit are not to be considered as detachable.
204.1.2 Within the kerb to kerb width of the roadway, the standard vehicle or train shall be
assumed to travel parallel to the length of the bridge and to occupy any position which will
produce maximum stresses provided that the minimum clearances between a vehicle and
the roadway face of kerb and between two passing or crossing vehicles, shown in Figs. 1 to
3, are not encroached upon.
204.1.3 For each standard vehicle or train, all the axles of a unit of vehicles shall be
considered as acting simultaneously in a position causing maximum stresses.
8
IRC:6-2014
12t 1 2t 17t I7t I7t
0)$
K.'Ot I
I
i
.0.61 3.960 1.520 2.130 j

1.370 I
3.050 1.370 0.91
CLASS 70R (WHEELED) - LONGITUDINAL POSITION
2
MMIMUM TYRE PRESSURE
20t 20t 20t 2.790
2.790 2.790
0.86
0.41 0.41 0.38 i
10.51 0..25 0.23

r
W.'v<.'<X<CTO'V.'<^VX'<x'V.'<,A'<XVU
n C.[D.DnDnna.
I
1.850 i 1.220 , 1.830 |
SA. 0.41x0.61 SA. 0.41x0.61 SA. 0.23x0.51
BA. 0.41x0.61 BA. 0.41x0.61 BA. 0.23x0.51
MAX. SINGLE MAX. BOGIE LOAD L' TYPE 'M' TYPE N' TYPE
AXLE LOAD
MINIMUM WHEEL SP ACING & TYRE S IZE O F CRIT CAL (HEAV IES T) AXLE I
WHEEL ARRANGEMENT FOR TOR (WHEELED VEHICLE)
CLASS 70R (T)
35t 35t
4.570 90.000 (MIN.) 4.570

I
CLA S S 70R (TRACK) - LONG TUD NAL POSITION I I
0.84 0.84
2.900
WHEEL ARRANGEMENT FOR 70R (TRACKED) VEHICLE
Fig. 1 Class 70R Tracked and Wheeled Vehicles (Clause 204.1)
Notes
1 ) The nose to tail spacing between two successive vehicles shall not be less than 90 m
for tracked vehicle and 30 m for wheeled vehicle.
2) For multi-lane bridges and culverts, each Class 70R loading shall be considered
to occupy two lanes and no other vehicle shall be allowed in these two lanes. The
passing/crossing vehicle can only be allowed on lanes other than these two lanes.
Load combination is as shown in Table 2.
3) The maximum loads for the wheeled vehicle shall be 20 tonne for a single axle or
40 tonne for a bogie of two axles spaced not more than 1 .22 m centres.
9
; )
Class 70R loading is applicable only for bridges having carriageway width of 5.3 m and
above (i.e. 1.2 x 2 + 2.9 = 5.3). The minimum clearance between the road face of the
kerb and the outer edge of the wheel or track, 'C, shall be 1 .2 m.
The minimum clearance between the outer edge of wheel or track of passing or
crossing vehicles for multilane bridge shall be 1 .2 m. Vehicles passing or crossing can
be either same class or different class, Tracked or Wheeled.
Axle load in tonnes, linear dimension in meters.
For tyre tread width deductions and other important notes, refer NOTES given in
Annex A.
1.800
SECTION ON P-P
1.800
-f
f- if'
i
O I
Ifl.
? J
A
4- i-
PLAN
DRIVING VEHICLE
18 500 8.300 1.200 4.800 1-200 4.8OO 18.500

Min.
Iff
2.7 2.7 11.4 11.4
t
6.8 6.8
f
6.8 6.8
Class A Train of Vehicles

Fig. 2 Class 'A' Train of Vehicles (Clause 204. 1
10
IRC:6-2014
Notes :
1) The nose to tail distance between successive trains sliall not be less than 18.5 m.
2) For single lane bridges having carriageway width less than 5.3 m, one lane of Class A
shall be considered to occupy 2.3 m. Remaining width of carriageway shall be loaded
with 500 Kg/m^, as shown in Table 2.
3) For multi-lane bridges each Class A loading shall be considered to occupy single lane
for design purpose. Live load combinations as shown in Table 2 shall be followed.
4) The ground contact area of the wheels shall be as under:
Axle load (tonne) Ground contact area
B (mm) W (mm)
11.4 250 500
6.5 200 380
2.7 150 200
CLEAR CARRIAGEWAY WIDTH
1. 5)
WW
The mininnum clearance, / between outer edge
WW of the wheel and the
roadway face of the kerb and the minimum clearance, g, between the outer
edges of passing or crossing vehicles on multi-lane bridges shall be as given
below:-
Clear carriageway width g f

5.3 m(*)to 6.1 m(**) Varying between 0.4 m to 1 .2 m 150 mm for all carriageway width
Above 6.1 m 1.2m
(*) = [2x(1.8+0.5)+0.4+2x0.15]
(**)= [2x(1.8+0.5)+1.2+2x0.15]
6) Axle loads in tonne. Linear dimensions in metre.
11
" )
IRC;6-2014
1.800
SECTION ON P-P
"Wt* ^5
1 ill
-1
- ! CO
^ !
PLAN
DRIVING VEHICLE
18.500 8.300 l.-ZOO 4.800 1-200 4300 .18.500

Mm.
Class B Train of Vehicles
Fig. 3 Class 'B' Train of Vehicles (Clause 204.1
Notes :
1) The nose to tail distance between successive trains shall not be less than
18.5 m.
12
IRC:6-2014
No other live load shall cover any part of the carriageway when a train of vehicles
(or trains of vehicles in multi-lane bridge) is crossing the bridge.
The ground contact area of the wheels shall be as under:-
Axle load (tonne) Ground contact area

B (mm) W(mm)
6.8 200 380
4.1 150 300
1.6 125 175
CLEAR CARRIAGEWAY WIDTH
WW WW
For bridges having carriageway width less than 5.06 m, only single lane of Class B
loading shall be considered.
The minimum clearances, / between outer edge of the wheel and the roadway face
of the kerb and the minimum clearance, g, between the outer edges of passing or
crossing vehicles on multi-lane bridges shall be as given below:
Axle loads in tonne. Linear dimensions in metre.
Clear carriageway width 9 /

5.06 m(*) to 5.86 m(**) Varying between 0.4 m to 1 50 mm for all carriageway
1.2 m widths
Above 5.86 m
1.2 m
n = [2x(1. 8+0. 38) +0.4+2x0. 1 5]
(**)=[2x(1.8+0.38)+1. 2+2x0. 1 5]
13
:
IRC:6-2014
204.1.4 Vehicles in adjacent lanes shall be taken as headed in the direction producing
maximum stresses.
204.1 The spaces on the carriageway left uncovered by the standard train of vehicles
.5 shall
not be assumed as subject to any additional live load unless otherwise shown in Table 2.
204.2 Dispersion of Load through Fills of Arch Bridges
The dispersion of loads through the fills above the arch shall be assumed at 45 degrees both
along and perpendicular to the span in the case of arch bridges.
204.3 Combination of Live Load
This clause shall be read in conjunction with Clause 112.1 of IRC:5.The carriageway live load
combination shall be considered for the design as shown in Table 2.
Table 2 Live Load Combination
SI. Carriageway Width Number of Lanes for Load Combination

No. (CW) Design Purposes
1) Less than 5.3 1 One lane of Class considered to A

occupy 2.3 m. The remaining width
of carriageway shall be loaded with
500 kg/m2
2) 5.3 m and above but less 2 One lane of Class 70R OR two lanes
than 9.6 m for Class A
3) 9.6 m and above but less 3 One lane of Class 70R for every two
than 13.1 lanes with one lanes of Class A on the
remaining lane OR 3 lanes of Class A
4) 13.1 m and above but 4

less than 16.6 m
One lane of Class 70R for every two
5) 16.6 m and above but 5 lanes with one lane of Class A for the
less than 20.1 remaining lanes, if any, OR one lane of
Class A for each lane.
6) 20.1 m and above but 6
less than 23.6
Notes
1 ) The minimum width of the two-lane carriageway shall be 7.5 m as per Clause 112.1 of
IRC:5.
2) See Note No. 2 below Fig. 1A of Annex A regarding use of 70R loading in place of
Class AA Loading and vice-versa.
14
IRC:6-2014
Table 2 Live Load Combinations
OF LANES
S.NO. NO. CARRIAGEWAY WIDTH (CW) & LOADING ARRANGEMENT
FOR DESIGN
PURPOSE
4.25m < CW < 5.3m
1 LANE
CLASS A
I 1.8
0.15MO
(MIN.)
CASE 1 : CLASS A - 1 LANE
5.3m < CW < 9.6m
2 LANES
CU\SS 70R(W)
(MIN.)
CASE 1 : CLASS TOR (W)
5.3m < CW < 9.6m
CLASS A CLASS A
(MIN.)
0.15
(mInT)'
CASE 2: CLASS A - 2 LANES
9.6m < CW < 13.1m

3 LANES
(MIN.)
CASE 1 : CLASS A - 3 LANES
9.7m CW < 13.1m
CLASS A CLASS 70R{W)
1.2 (MIN.)
0.15|'O| 1
7.25 (MIN.)
(MIN.)
(NO OTHER VEHICLE PERMITTED
IN THIS ZONE)
CASE 2 : CLASS A - 1 LANE + CLASS 70R (W)
15
IRC:6-2014
Table 2 : Live Load Combinations contd..
S.NO NO. OF LANES CARRIAGEWAY WIDTH (CW) & LOADING ARRANGEMENT

FOR DESIGN
PURPOSE
4 LANES 13.1m ^: CW < 16.6m
CLASS A CLASS A CLASS A CLASS A
1 .2
(MIN.) (MIN.) (MIN.)
0.15l[d|
(MIN.)
13.2m ^: CW < 16.6m
CLASS A CLASS A CLASS 70R(W)
1 .2 1.2 (MIN.)
(MIN.
Hi
0.15,|o|
(MIN.)
(MIN.) 7.25
IN THIS ZONE)
CASE 2 ; CLASS A - 2 LANE +CLASS 70R (W)
14.5m ^ CV/ < 16.6m
CLASS 70R(W) CLASS 70R(W)
1.2 (MIN.)
I
1-2
I 114
:(MIN.) (MIN.)
7.25 7.25
(NO OTHER VEHICLE PERMITTED (NO OTHER VEHICLE PERMITTED
IN THIS ZONE) IN THIS ZONE)
CASE 3 : CLASS 70R (W) - 2 LANES
16.6m CW < 20. 1r
5 LANES
(MIN.)
16.7m CW < 20.1m
i ..,1:2.
(W"^-
7.25
(NO OTHER' VEHICLE PERMITTED
IN THIS ZONE)
CASE 2 : CLASS A - 3 LANES +CLASS 70R (W)
16
IRC:6-2014
Table 2 Live Load Coi ins Contd.,

FOR DESIGN
PURPOSE
16.8m < CVJ < 20.1m
5 LANES CU\SS 70R(W) CLASS 70R(W)

CONTD... CLASS A
1.8 I
.2 (MIN.) (MIN.)
1.2
I 1.2
(MIN.)
,
25 7
. m
I'^l
\'".\
12^ -,
25
I
1.2
(MIN.)
,

CASE 3 : CLASS 70R (W) - 2 LANES + CLASS A -1 LANE
16.7m ^ CW < 20.1m
CLfliSS 70R(W) CLASS 70R{W)
1.2 (MIN.) 1.2 (MIN.)
(MIN.
(MIN.) 7.0 7.25
CASE 4 ; CLASS A -1 LANE + CLASS 70R (W) - 2 LANES
6 LANES 20.1m CW < 23.6m
(MIN.)
20.2m CW < 23.6m
CLASS A CLASS A CLASS A CLASS A CLASS 70R(W)
1.2 1.2 1 .2 1.2 (MIN.)

(MIN.)' (MIN.) (MiN.y
1 .2
0.1 5l o[
(MIN.)
(MIN.) 7.25
CASE 2 ; CLASS A - 4 LANES + CLASS 70R (W) IN THIS ZONE)
17
IRC:6-2014
Table 2 Live Load Combinations Contd.

FOR DESIGN
PURPOSE
6 LANES 20.2m CW < 23.6m
CONTD...
CLASS 70R(W) CLASS 70R(W)
1.2 (MIN.) 1.2 (MIN.)
(MIN.)
(MIN.) 7.0 7.25
IN THIS ZONE)
CASE 3 : CLASS A - 2- LANES + CLASS 70R (W) - 2 LANES
20.3m ^; CW < 23.5m
CU\SS 70R(W) CLASS A CLASS A CL^SS 70R(W)
1.2 (MIN.) 1.2 1.2 (MIN.

(MIN.)
i 1.2 .
(MIN.)
7.25 7.25
CASE 4 : CLASS 70R (W) + CLASS A - 2 LANES + CLASS 70R (W)
Notes :
1 ) Class 70R Wheeled loading in the Table 2 can be replaced by Class 70R tracked, Class
AA tracked or Class AA wheeled vehicle.
2) Maximum number of vehicles which can be considered, are only shown in the Table 2. In
case minimum number of vehicles govern the design (e.g. torsion) the same shall also be
considered.
3) All dimensions in Table 2 are in metre.
204.4 Congestion Factor
For bridges, flyovers/grade seperators close to areas such as ports, heavy industries and
nriines and any other areas where frequent congestion of heavy vehicles may occur, additional
check for congestion of vehicular live load on the carriageway shall be considered. In the
absence of any stipulated value, the congestion factor, as mentioned in Table 3 shall be
considered. This factor shall be used as a multiplying factor on the global effect of vehicular
live load only. Under this condition, horizontal force due to braking/acceleration, centrifugal
action and temperature gradient effect need not be included, but the effect of live load impact
shall be included.
18
IRC:6-2014
Table 3
ol. NO. opan Kan96 B_J

uongssiion racior
T) MDOVG lU 111 dllU UpiO OU ill 1 . 1 o
2) 30.0 m m to 40.0 1.15to 1.30
3) 40.0 m
to 50.0 m 1.30 to 1.45
4) 50.0 m
to 60.0 m 1.45 to 1.60
5) 60.0 m
to 70.0 m 1.60 to 1.70
6) Beyond 70.0 m 1.70
Note : For Intermediate bridges spans, the value of multiplying factor may be interpolated.
205 REDUCTION IN THE LONGITUDINAL EFFECT ON

BRIDGES ACCOMMODATING MORE THAN
TWO TRAFFIC LANES
Reduction in the longitudinal effect on bridges having more than two traffic lanes due to the
low probability that all lanes will be subjected to the characteristic loads simultaneously shall
be in accordance with the Table shown below:
Number of lanes Reduction in longitudinal effect
For two lanes No reduction
For three lanes 10% reduction
For four lanes 20% reduction
For five or more lanes 20% reduction
Notes:
1 ) However, it should be ensured that the reduced longitudinal effects are not less severe
than the longitudinal effect, resulting from simultaneous loads on two adjacent lanes.
Longitudinal effects mentioned above are bending moment, shear force and torsion in
longitudinal direction.
2) The above Table is applicable for individually supported superstructure of multi-laned

carriageway. In the case of separate sub-structure and foundations, the number of lanes
supported by each of them is to be considered while working out the reduction percentage.
In the case of combined sub-structure and foundations, the total number of lanes for both
the carriageway is to be considered while working out the reduction percentage.
206 FOOT OVER BRIDGE, FOOTWAY, KERB, RAILINGS,

PARAPET AND CRASH BARRIERS
The horizontal force specified for footway, kerb, railings, parapet and crash barriers in this
section need not be considered for the design of main structural members of the bridge.
However, the connection between kerb/railings/papapet, crash barrier and the deck should
be adequately designed and detailed.
19
'
IRC:6-2014
206.1 For all parts of bridge floors accessible only to pedestrians and animals and for
all footways the loading shall be 400 kg/m^. For the design of foot over bridges the loading
shall be taken as 500 kg/m^. Where crowd loads are likely to occur, such as, on bridges
located near towns, which are either centres of pilgrimage or where large congregational fairs
are held seasonally, the intensity of footway loading shall be increased from 400 kg/m^ to
500 kg/m^. When crowd load is considered, the bridge should also be designed for the case
of entire carriageway being occupied by crowd load.
206.2 Kerbs, 0.6 m or more in width, shall be designed for the above loads and for a local
750 kg per metre, applied horizontally at top of the kerb. If kerb width is
lateral force of less
than 0.6 m, no live load shall be applied in addition to the lateral load specified above.
206.3 In bridges designed for any of the loadings described Clause 204.1, the main in
girders, trusses, arches, or other members supporting the footways shall be designed for the
following live loads per square metre for footway area, the loaded length of footway taken in
each case being, such as, to produce the worst effects on the member under consideration:
a) For effective span of 7.5 m or less, 400 kg/m^ or 500 kg/m^ as the case may be,
based on Sub-Clause 206.1.
b) For effective spans of over 7.5 m but not exceeding 30 m, the intensity of load
shall be determined according to the equation :
M0L-3Q0
P = pi_
9 J
c) For effective spans of over 30 m, the intensity of load shall be determined

according to the equation :
4800^ M6.5-W^
P= P^-260 +
15 J
where,
= 400 kg/m^ or 500 kg/m^ as the case may based on Sub-Clause 206.1 .When
be,
crowd load is considered for design of the bridge, the reduction mentioned in
this clause will not be applicable.
-
P = the live load in kg/m^
L = the effective span of the main girder, truss or arch in m, and

W = width of the footway in m
206.4 Each part of the footway shall be capable of carrying a wheel load of 4 tonne, which
shall be deemed to include impact, distributed over a contact area 300 mm in diameter; the
permissible working stresses shall be increased by 25 percent to meet this provision. This
provision need not be made where vehicles cannot mount the footway as in the case of a
footway separated from the roadway by means of an insurmountable obstacle, such as, truss
or a main girder.
Note ; A footway kerb shall be considered mountable by vehicles.
20
IRC:6-2014
206.5 The Pedestrian/Bicycle Railings/Parapets
The pedestrian/bicycle railings/parapets can be of a large variety of construction. The design
loads for two basic types are given below:-
i) Type: Solid/partially filled in parapet continuously cantilevering along full length from
deck level.
Loading: Horizontal and vertical load of 150 kg/m acting simultaneously on the top level
of the parapet.
ii) Type: Frame type with discrete vertical posts cantilevering from the curb/deck with
minimum two rows of horizontal rails (third row bring the curb itself, or curb
replaced by a low level 3'"^ rail). The rails may be simply supported or continuous
over the posts.
Loading: Each horizontal railing designed for horizontal and vertical load of 150 kg/m,
acting simultaneously over the rail. The filler portion, supported between any
two horizontal rails and vertical rails should be designed to resist horizontal load
of 150 kg/m^. The posts to resist horizontal load of 150 kg/m X spacing between
posts in metres acting on top of the post.
206.6 Crash Barriers

Crash barriers are designed to withstand the impact of vehicles of certain weights at certain
angle while travelling at the specified speed. They are expected to guide the vehicle back
on the road while keeping the level of damage to vehicle as well as to the barriers within
acceptable limits.
Following are the three categories for different applications:
Category Application ContaDnment for

P-1: Normal Containment Bridges carrying expressway, or 15 kN vehicle at 110 km/h, and
equivalent 20 angle of impact
P-2: Low Containment All other bridges except bridge 15 kN vehicle at 80 km/h and
over railways 20 angle of impact
P-3: High Containment At hazardous and high risk 300 kN vehicle at 60 km/h and
locations, over busy railway lines, 20 angle of impact
complex interchanges, etc.
The barriers can be of rigid type, using cast-in-situ/precast reinforced concrete panels, or of
flexible type, constructed using metallic cold-rolled and/or hot-rolled sections. The metallic
type, called semi-rigid type, suffer large dynamic deflection of the order of 0.9 to 1 .2 m impact,
whereas the 'rigid' concrete type suffer comparatively negligible deflection. The efficacy of
the two types of barriers is established on the basis of full size tests carried out by the
laboratories specializing in such testing. Due to the complexities of the structural action, the
value of impact force cannot be quantified.
21
IRC:6-2014
A certificatefrom such laboratory can be the only basis of acceptance of the semi-rigid type,
in which case all the design details and construction details tested by the laboratory are to be
followed in toto without modifications and without changing relative strengths and positions
of any of the connections and elements.
For the rigid type of barrier, the same method is acceptable. However, in absence of testing/test
certificate, the minimum design resistance shown in Table 4 should be built into the section.
Table 4 Minimum Design Resistance

SL Requirement Types of Crash Barrier
No. P-1 In-situ/ P-2 In-situ/ P-3 In-situ
Precast Precast
1) Shape Shape on traffic side to be as per IRC:5, or New
Jersey (NJ) Type of 'F' Shape designated thus
by AASHTO
Minimum graoe ot concreie M40 M40 M40
3) Minimum thickness of RC wall 175 mm 175 mm 250 mm
( at top)
4) Minimum moment of resistance 15 kNm/m 7.5 kNm/m 100 kNm/m for

at base of the wall [see note (i)] end section and
for bending in vertical plane with 75 kNm/m for
reinforcement adjacent to the intermediate section
traffic face [see note (ii)] [see note (iii)]
5) Minimum moment of resistance 7.5 kNm/m 3.75 kNm/m 40 kNm/m

for bending in horizontal plane
with reinforcement adjacent to
outer face [see note (ii)]
6) Minimum moment of resistance 22.5 11.25 Not applicable

of anchorage at the base of a kNm/m kNm/m
precast reinforced concrete
panel
7) Minimum transverse shear 44 kN/m of 22.5 kN/m Not applicable
resistance at vertical joints joint of joint
between precast panels, or at
vertical joints made between
lengths of in-situ crash barrier.
8) Minimum height 900 mm 900 mm 1550 mm
Notes :
i) The base of wall refers to horizontal sections of the parapet within 300 mm above the
adjoining paved surface level. The minimum moments of resistance shall reduce linearly
from the base of wall value to zero at top of the parapet.
ii) In addition to the main reinforcement, in items 4 & 5 above, distribution steel equal to
50 percent of the main reinforcement shall be provided in the respective faces.
22
' r
IRC:6-2014
iii) For design purpose the crash barrier Type P-3 shall be divided into end sections extending
a distance not greater than 3.0 m from ends of the crash barrier and intermediate sections
extending along remainder of the crash barrier.
iv) If concrete barrier is used as a median divider, the steel is required to be placed on both
sides.
v) In case of P-3 In-situ type, a minimum horizontal transverse shear resistance of 1 35 kN/m
shall be provided.
206.7 Vehicle Barriers/Pedestrian Railing between Footpath and Carriageway
Where considerable expected, such as, in/near townships, rigid type of

pedestrian traffic is
reinforced concrete crash barrier should be provided separating the vehicular traffic fronn the
same. The design and construction details should be as per Clause 206.6. For any other type
of rigid barrier, the strength should be equivalent to that of rigid RCC type.
For areas of low intensity of pedestrian traffic, semi-rigid type of barrier, which suffers large
deflections can be adopted.
207 TRAMWAY LOADING

207.1 When a road bridge carries tram lines, the live load due to the type of tram cars
sketched in Fig. 4 shall be computed and shall be considered to occupy a 3 m width of
roadway.
207.2 A nose to tail sequence of the tram cars or any other sequence which produces the
heaviest stresses shall be considered in the design.
^5.500 ;:,>'
j 1
t.(
j
1
OC
i j
.1L.". _ i L
1
,
1 _..
SINGLE TRUCK (SINGLE DECK)
t.l
3.200
JJI.
M.30!)
-6.140 6.140-
BOOESCAR (SINGLE DECK)
1
^, 20
4900
L
I ill
Fig. 4 Average Dimension of Tramway Rolling Stock (Clause 207.1)
23
IRC:6-2014
Notes :
1) Clearance between passing single deck bogie cars on straight tracks laid at
standard 2.75 m track centres shall be 300 mm.
2) Clearance between passing double bogie cars on straight tracks laid at standard
2.75m track centres shall be 450 mm.
3) Linear dimensions in metre.
ROLLING STOCK WEIGHT
Description Loaded Weight (Tonne) Unloaded Weight (Tonne)
Single truck (Single deck) 9.6 7.9
Bogie car (Single deck) 15.3 12.2
Bogie car (Double deck) 21.5 16.0
207.3 Stresses shall be calculated for the following two conditions and the maximum
thereof considered in the design:-
a) Tram loading, followed and preceded by the appropriate standard loading

specified in Clause 204.1 together with that standard loading on the traffic lanes
not occupied by the tram car lines.
b) The appropriate standard loading specified in Clause 204.1 without any tram cars.
208 IMPACT
208.1 Provision for impact or dynamic action shall be made by an increment of the live load by
an impact allowance expressed as a fraction or a percentage of the applied live load.
208.2 For Class A or Class B Loading
In the members any bridge designed either for Class A or Class B loading (vide Clause
of
204.1), this impact percentage shall be determined from the curves indicated in Fig. 5. The
impact fraction shall be determined from the following equations which are applicable for
spans between 3 m and 45 m.
i) Impact factor fraction for

4^
reinforced concrete bridges
6+L
9
ii) Impact factor fraction for steel bridges
13.5 + /.
Where L is length in metres of the span as specified in Clause 208.5
24
IRC:6-2014
208.3 For Class AA Loading and Class TOR Loading
The value of the impact percentage shall be taken as follows:-
a) For spans less than 9 m :
1 ) for tracked vehicles 25 percent for spans upto 5 m linearly

reducing to 1 0 percent for spans upto 9 m
2) for wheeled vehicles 25 percent

b) For spans of 9 m or more :
i) Reinforced concrete bridges

1) Tracked vehicles 10 percent upto a span of 40 m and
in accordance with the curve in Fig. 5
for spans in excess of 40 m.
2) ^heeled vehicles 25 percent for spans upto 12 m and

in accordance with the curve in Fig. 5
for spans in excess of 12 m.
ii) Steel bridges
3) Tracked vehicles 10 percent for all spans

4) Wheeled vehicles : 25 percent for spans upto 23 m and in
accordance with the curve indicated
in Fig. 5 for spans in excess of 23 m.
208.4 No impact allowance shall be added to the footway loading specified in Clause 206.
12 15 18 21 24 27 30 33 36 39 42 45 48 51 54 57
Span in Metre
Fig. 5 Impact Percentage for Highway Bridges for Class A and Class B Loading (Clause 208.2)
25
IRC:6-2014
208.5 The span length to be considered for arriving at the impact percentages specified in
Clause 208.2 and 208.3 shall be as follows:
a) For spans simply supported or continuous or for arches

the effective span on which the load is placed.
b) For bridges having cantilever arms without suspended spans

the effective overhang of the cantilever arms reduced by 25 percent for loads
on the cantilever arms and the effective span between supports for loads on
the main span.
c) For bridges having cantilever arms with suspended span

the effective overhang of the cantilever arm plus half the length of the
suspended span for loads on the cantilever arm, the effective length of the
suspended span for loads on the suspended span and the effective span
between supports for load on the main span.
Note : For individual members of a bridge, such as, a cross girder or deck slab, etc. the value of
L mentioned in Clause 208.2 or the spans mentioned in clause 208.3 shall be the effective
span of the member under consideration.
208.6 In any bridge structure where there is a filling of not less than 0.6 m including the
road crust, the impact percentage to be allowed in the design shall be assumed to be one-
half of what is specified in Clauses 208.2 and 208.3.
208.7 For calculating the pressure on the bearings and on the top surface of the bed
blocks, full value of the appropriate impact percentage shall be allowed. But, for the design
of piers abutments and structures, generally below the level of the top of the bed block, the
appropriate impact percentage shall be multiplied by the factor given below:
a) For calculating the pressure at the

bottom surface of the bed block .... 0.5
b) For calculating the pressure on the .... 0.5

top 3 m of the structure below the bed block decreasing
uniformly to zero
c) For calculating the pressure on the portion of the zero

structure more than 3 m below the bed block
26
IRC:6-2014
208.8 In the design of members subjected to among other stresses, direct tension, such
as, hangers in a bowstring girder bridge and in the design of member subjected to direct
compression, such as, spandrel columns or walls in an open spandrel arch, the impact
percentage shall be taken the same as that applicable to the design of the corresponding
member or members of the floor system which transfer loads to the tensile or compressive
members in question.
208.9 These clauses on impact do not apply to the design of suspension bridges and foot
over bridges. In cable suspended bridges and in other bridges where live load to dead load
ratio is high, the dynamic effects such as vibration and fatigue shall be considered. For long
span foot over bridges (with frequency less than 5 Hz and 1.5 Hz in vertical and horizontal
direction) the dynamic effects shall be considered, if necessary, for which specialist literature
may be referred.
209 WIND LOAD
209.1 This clause is applicable to normal span bridges with individual span length up to
150 m or for bridges with height of pier up to 100 m. For all other bridges including cable
stayed bridges, suspension bridges and ribbon bridges specialist literature shall be used for
computation of design wind load.
209.1.1 The wind pressure acting on a bridge depends on the geographical locations,
the terrain of surrounding area, the fetch of terrain upwind of the site location, the local
topography, the height of bridge above the ground, horizontal dimensions and cross-section
of bridge or its element under consideration. The maximum pressure is due to gusts that
cause local and transient fluctuations about the mean wind pressure.
All structures shall be designed for the wind forces as specified in Clause 209.3 and 209.4.
These forces shall be considered to act in such a direction that the resultant stresses in the
member under consideration are maximum.
In addition to applying the prescribed loads in the design of bridge elements, stability against
overturning, uplift and sliding due to wind shall be considered.
209.2 The wind speed at the location of bridge shall be based on basic wind speed map as
shown in Fig. 6. The intensity of wind force shall be based on hourly mean wind speed and
pressure as shown in Table 5. The hourly mean wind speed and pressure values given in
Table 5 corresponds to a basic wind speed of 33 m/s, return period of 100 years, for bridges
situated in plain terrain and terrain with obstructions, with a flat topography. The hourly mean
wind pressure shall be appropriately modified depending on the location of bridge for other
27
IRC:6-2014
basic wind speed as shown in Fig. 6 and used for design (see notes below Table 5).
Table 5 Hourly Mean Wind Speed And Wind Pressure

(For a basic wind speed of 33 m/s as shown in Fig. 6)
Brid ge Situated in
Plain Terrain Terrain with Obstructions
(m/s) (N/m2)
Up to 10 m 27.80 463.70 17.80 190.50

15 29.20 512.50 19.60 230.50
on 30.30 550.60 21.00 265.30
30 31.40 590.20 22.80 312.20
50 33.10 659.20 24.90 373.40
60 33.60 1 676.30 25.60 392.90
70 34.00 693.60 26.20 412.80
80 34.40 711.20 26.90 433.30
90 34.90 729.00 27.50 454.20
100 35.30 747.00 28.20 475.60
H = the average height in metres of exposed surface above the mean retarding surface
(ground or bed or water level)
= hourly mean speed of wind in m/s at height H
P = horizontal wind pressure in N/m^ at height H
Notes :
1 ) Intermediate values may be obtained by linear interpolation.
2) Plain terrain refers to open terrain with no obstruction or with very well scattered
obstructions having height up to 10 m. Terrain with obstructions refers to a terrain with
numerous closely spaced structures, forests or trees upto 10 m in height with few
isolated tall structures or terrain with large number of high closed spaced obstruction
like structures, trees forests etc.
3) For other values of basic wind speed as indicated in Fig. 6, the hourly mean wind
speed shall be obtained by multiplying the corresponding wind speed value by the
ratio of basic wind speed at the location of bridge to the value corresponding to
Table 5, (i.e., 33 m/sec.) ^
4) The hourly mean wind pressure an appropriate height and terrain shall be obtained by
at
multiplying the corresponding pressure value for base wind speed as indicated in Table 5
by the ratio of square of basic wind speed at the location of wind to square of base wind
speed corresponding to Table 5 (i.e., 33 m/sec).
5) If the topography (hill, ridge escarpment or cliff) at the structure site can cause
acceleration or tunneling of wind, the wind pressure shall be further increased by
20 percent as stated in Note 4.
6) For construction stages, the hourly mean wind pressure shall be taken as 70 percent
of the value calculated as stated in Note 4 and 5.
7) For the design of foot over bridges in the urban situations and in plain terrain, a minimum
horizontal wind load of 1.5 kN/m^ (150 kg/m^) and 2 kN/m^ (200 kg/m^) respectively
shall be considered to be acting on the frontal area of the bridge.
28
INTENSITY OF WIND PRESSURE IRC:6-2014
84 88 92 96
Patiala Qehradû",,""'""^
Bathinda Saharanpur
Karnal Almora
Hisar
chi.i, Meerut
Rohtak Rampur
ogiî
Faridabad Barellly
28 Jhunjhunun
Sikar Alwar Bahraich

Nagaur Agra
Jalsalmer Jaipur Gon I
Lucknow Gorakhpur Oispur

Jodhpur Ajmer
Gwalior Raebareî Muzaffarpur
Barmer Hamirpur
Pali
Allahabad Patna
Bundi Shivpur Jhansi Vararâsi
Sirohi Kota Nawada
Udalpur Guna
P*""" Aurangabad 24
Rewa
24
r%^^ P^''"P"^ Mandsahr
"isorh sagar Dhanbad
Dumka ^garti
Mahesana
Bhuj Gandhinagar Ranchi
Bhopal Ambikapur
Surendranaga Jabalpur
Ahmadabad Jamshedpur
^^|^^,^
Jammoar ^ Vadodara
Indore
Seoni Raurkela "<^*5jPW
Bllespur
havnagar BetuI
Ksenduuuhargah
Sural Jalgaon '^"9P"^ aambalj^^Mk
Bandara Raipu
Dhule Amravathi Shulaba^^^V
\kola
Yavatmal
20
Silvassa
or I
20 Nasik Aurangabad Chandrapur

Adilabad
Miyibai
Ahmadnagar Nanded Jagdalpur 55
Korapi 50
Pune 47
Karlmnagar 44
Osrnanabad 39
Bidar Warangal 33
Solapur Vishakhapatn
Hyderabad
16
16. Kurnool
lellary
Bangalora
M)aor Dharmapurl 12
12
Wr Salei
Colmbatore
Trichut' Tiruchrapalll^
Madurai
Cochin Raineswarm
Quilon
Tutlcorin
Thiruvanathapuram
Kanniyakumarl
84 88 92
72 76 80
Fig. 6 Wind Map of India (Source: IS: 875 (Part-3)-1987)
29
iRC:6-2014
209.3 Design Wind Force on Superstructure
209.3.1 The superstructure be designed for wind induced horizontal forces (acting
shall
in the transverse and longitudinal direction) and vertical loads acting simultaneously. The
assumed wind direction shall be perpendicular to longitudinal axis for a straight structure or
to an axis chosen to maximize the wind induced effects for a structure curved in plan.
209.3.2 The transverse wind force on a bridge superstructure shall be estimated as specified
in Clause 209.3.3 and acting on the area calculated as follows:
a) For a deck structure:

The area of the structure as seen in and
elevation including the floor system
railing, less area of perforations in hand railing or parapet walls shall be
considered. For open and solid parapets, crash barriers and railings, the solid
area in normal projected elevation of the element shall be considered.
b) For truss structures:
Appropriate area as specified in Annex C shall be taken.
c) For construction stages
The area at all stages of construction shall be the appropriate unshielded solid
area of structure.
209.3.3 The transverse wind force N) shall be taken as acting at the centroids of the
(in
appropriate areas and horizontally and shall be estimated from: ^
F^ = P^xA^xGxC^
where, is the hourly mean wind pressure in N/m^ (see Table 5), is the solid area in m^
(see Clause 209.3.2), G is the gust factor and is the drag coefficient depending on the
geometric shape of bridge deck.
For highway bridges up to a span of 150 m, which are generally not sensitive to dynamic
action of wind, gust factor shall be taken as 2.0.
The drag coefficient for slab bridges with width to depth ratio of cross-section, i.e b/d > 10
shall be taken as 1.1.
For bridge decks supported by single beam or box girder, C,^ shall be taken as 1.5 for b/d
ratio of 2 and as 1.3 if b/d > 6. For intermediate b/d ratios C^ shall be interpolated. For deck
supported by two or more beams or box girders, where the ratio of clear distance between
the beams of boxes to the depth does not exceed 7, C^ for the combined structure shall be
taken as 1 .5 times C^ for the single beam or box.
For deck supported by single plate girder it shall be taken as 2.2. When the deck is supported
by two or more plate girders, for the combined structure C^ shall be taken as 2(1 +c/20cy), but
not more than 4, where c is the centre to centre distance of adjacent girders, and d is the
depth of windward girder.
For truss girder superstructure the drag coefficients shall be derived as given in Annex C.
For other type of deck cross-sections be ascertained either from wind tunnel tests
shall or,
if available, for similar type of structure, specialist literature shall be referred to.
31
IRC:6-2014
209.3.4 The longitudinal force on bridge superstructure (in N) shall be taken as 25 percent
and 50 percent of the transverse wind load as calculated as per Clause 209.3.3 for beam/
box/plate girder bridges and truss girder bridges respectively.
209.3.5 An upward or downward vertical wind load (in N) acting at the centroid of the
appropriate areas, for all superstructures shall be derived from:
F^= P^xA^xGxC^
where
is the hourly mean wind pressure in N/m^ at height H (see Table 5)
is the area in plan in m^
is the lift coefficient which shall be taken as 0.75 for normal type of slab, box,
l-girder and plate girder bridges. For other type of deck cross-sections shall
be ascertained either from wind tunnel tests or, if available, for similar type of
structure. Specialist literature shall be referred to.
G is the gust factor as defined in 209.3.3
209.3.6.The transverse wind load per unit exposed frontal area of the live load shall be
computed using the expression given in Clause 209.3.3 except that against shall
be taken as 1 .2. The exposed frontal area of live load shall be the entire length of the
superstructure seen in elevation in clause or any part of
the direction of wind as defined in
that length producing critical response, multiplied by a height of 3.0 m above the road way
surface. Areas below the top of a solid barrier shall be neglected.
The longitudinal wind load on live load shall be taken as 25 percent of transverse wind load
as calculated above. Both loads shall be applied simultaneously acting at 1.5 m above the
roadway.
209.3.7 The bridges shall not be considered to be carrying any live load when the wind
speed at deck level exceeds 36 m/s.
209.3.8 case of cantilever construction an upward wind pressure of P^ x C^x G N/m^ (see
In
Clause 209.3.5 for notations) on bottom soffit area shall be assumed on stabilizing cantilever
arm in addition to the transverse wind effect calculated as per Clause 209.3.3. In addition to
the above, other loads defined in Clause 218.3 shall also be taken into consideration.
209.4 Design Wind Forces on Substructure
The substructure shall be designed

wind induced loads transmitted to it from the
for
superstructure and wind loads acting directly on the substructure. Loads for wind directions
both normal and skewed to the longitudinal centerline of the superstructure shall be
considered.
F^ shall be computed using expression inClause 209.3.3 with taken as the solid area in
normal projected elevation of each pier. No allowance shall be made for shielding.
For piers, shall be taken from Table 6. For piers with cross-section dissimilar to those
given in Table 5, C shall be ascertained either from wind tunnel tests or, if available, for
32
IRC:6-2014
similar type of structure, specialist literature shall be referred to shall be derived for each
pier, without shielding.
Table 6 Drag Coefficients For Piers
HEIGHT
FOR PIER RATIOS OF
BREADTH
PLAN SHAPE
t
1 2 4 6 10 20 40
b
\A/iMn
VVIINU
1
b <-
~4
1.3 1.4 1.5 1.6 1.7 1 .9 2.1
3
1.3 1.4 1.5 1.6 1.8 2.0 2.2
1
2
1.3 1.4 1.5 1.6 1.8 2.0 2.2
3
1 1.2 1.3 1.4 1.5 1.6 1.8 2.0
1.0 1.1 1.2 1.3 1.4 1.5 1.7

2
2 0.8 0.9 1.0 1.1 1.2 1.3 1.4
3 0.8 0.8 0.8 0.9 0.9 1.0 1.2
>4 0.8 0.8 0.8 0.9 0.9 0.9 1.1

b
SQUARE
OR
OCTAGONAL
\ 1.0 1.1 1.2 1.3 1.4 1.4 1.4
12 SIDE POLYGON
0.7 0.8 0.9 0.9 1.0 1.1 1.3
CIRCLE WITH SMOOTH

SURFACE HERE
f > 6 mV S
0.5 0.5 0.5 0.5 0.5 0.6 0.6
CIRCLE WITH SMOOTH

SURFACE WHERE
fV > 6 mV S
CIRCLE WITH ROUGH
d
SURFACE OR WITH
< PROJECTIONS
0.7 0.7 0.8 0.8 0.9 1.0 1.2
33
IRC:6-2014
Notes :
1) For rectangular piers with rounded corners with radius r, the value of derived from
Table 6 shall be multiplied by (1-1 .5 r/b) or 0.5, whichever is greater.
2) For a pier with triangular nosing, shall be derived as for the rectangle encompassing
the outer edges of pier.
3) For pier tapering with height, shall each of the unit heights into
be derived for
which the support has been subdivided. Mean values of t and b for each unit height
shall be used to evaluate t/b. The overall pier height and mean breadth of each unit
height shall be used to evaluate height/breadth.
4) After construction of the superstructure shall be derived for height to breadth

ratio of 40.
209.5 Wind Tunnel Testing
Wind tunnel testing by established procedures shall be conducted for dynamically

sensitive structures such as cable stayed, suspension bridges etc., including modeling of
appurtenances.
210 HORIZONTAL FORCES DUE TO WATER CURRENTS

210.1 Any part of a road bridge which may be submerged in running water shall be
designed to sustain safely the horizontal pressure due to the force of the current.
210.2 On piers parallel to the direction of the water current, the intensity of pressure shall
be calculated from the following equation:
P = 52K\/
where,
P = intensity of pressure due to water current, in kg/m^
V = the velocity of the current at the point where the pressure intensity is being
calculated, in metre per second, and
K = a constant having the following values for different shapes of piers illustrated
in Fig. 7
i) Square ended piers (and for the superstructure) 1.50
ii) Circular piers or piers with semi-circular ends 0.66
iii) Piers with triangular cut and ease waters, the angle
included between the faces being 30 or less 0.50
34
IRC:6-2014
iv) Piers with triangular cut and ease waters, the angle
included between the faces being more than 30
but less than 60 0.50 to 0.70
v) -do- 60 to 90 0.70 to 0.90
vi) Piers with cut and ease waters of equilateral
arcs of circles 0.45
vii) Piers with arcs of the cut and ease waters
intersecting at 90 0.50
Piers with square ends
Circular piers or piers with semi-

circular ends
Piers with triangular cut and ease

waters, the angle included between
the faces being 30 degrees or less

80
the faces being more than 30
degrees but less than 60 degrees

the faces being 60 to 90 degrees
Piers with cut and ease waters of

equilateral arcs of circles
Piers with arcs of the cut and ease

waters intersecting at 90 degrees
Fig. 7 Shapes of Bridge Piers (Clause 210.2)
35
IRC:6-2014
210.3 The value of in Clause 210.2 shall be assumed to vary
the equation given in
linearly from zero at the point of deepest scour to the square of the maximum velocity at
the free surface of water. The maximum velocity for the purpose of this sub-clause shall be
assumed to be V2 times the maximum mean velocity of the current.
Free surface of water
POINT OF DEEPEST SCOUR
2
Square of velocity at a height X from the point of deepest Scour = =
where
V is the maximum mean velocity.
210.4 When the current strikes the pier at an angle, the velocity of the current shall be
resolved into two components - one parallel and the other normal to the pier.
a) The pressure parallel to the pier shall be determined as indicated in
Clause 21 0.2 taking the velocity as the component of the velocity of the current
in a direction parallel to the pier.
b) The pressure of the current, normal to the pier and acting on the area of the
side elevation of the pier, shall be calculated similarly taking the velocity as the
component of the velocity of the current in a direction normal to the pier, and the
constant K as 1.5, except in the case of circular piers where the constant shall
be taken as 0.66
210.5 To provide against possible variation of the direction of the current from the direction
assumed in the design, allowance shall be made in the design of piers for an extra variation in
the current direction of 20 degrees that is to say, piers intended to be parallel to the direction
of current shall be designed for a variation of 20 degrees from the normal direction of current
and piers originally intended to be inclined at 6 degree to the direction of the current shall be
designed for a current direction inclined at (20e) degrees to the length of the pier.
210.6 case of a bridge having a pucca floor or having an inerodible bed, the effect of
In
cross-currents shall in no case be taken as less than that of a static force due to a difference
of head of 250 mm between the opposite faces of a pier.
210.7 When supports are made with two or more piles or trestle columns, spaced closer
than three times the width of piles/columns across the direction of flow, the group shall be
36
IRC:6-2014
treated as a solid rectangle of the same
and width and the value of K taken
overall length
as 1.25 for calculating pressures due to water currents, both parallel and normal to the
pier. If such piles/columns are braced, then the group should be considered as a solid pier,
irrespective of the spacing of the columns.
211 LONGITUDINAL FORCES

211.1 In all road bridges, provision shall be made for longitudinal forces arising from any
one or more of the following causes:
a) Tractive effort caused through acceleration of the driving wheels;
b) Braking effect resulting from the application of the brakes to braked wheels;
and
c) Frictional resistance offered to the movement of free bearings due to change of
temperature or any other cause.
NOTE . Braking effect is invariably greater than the tractive effort.
211.2 The braking effect on a simply supported span or a continuous unit of spans or on
any other type of bridge unit shall be assumed to have the following value:
a) In the case of a single lane or a two lane bridge : twenty percent of the first
train load plus ten percent of the load of the succeeding trains or part thereof,
the train loads in one lane only being considered for the purpose of this sub-
clause. Where the entire first train is not on the full span, the braking force
shall be taken as equal to twenty percent of the loads actually on the span or
continuous unit of spans.
b) In the case of bridges having more than two-lanes: as in (a) above for the
first two lanes plus five per cent of the loads on the lanes in excess of two.
Note : The loads in this Clause shall not be increased on account of impact.
211.3 The force due to braking effect shall be assumed to act along a line parallel to the
roadway and 1 .2 m above While transferring the force to the bearings, the change
it. in the
vertical reaction at the bearings should be taken into account.
211 .4 The distribution of longitudinal horizontal forces among bridge supports is effected by
the horizontal deformation of bridges, flexing of the supports and rotation of the foundations.
For spans resting on stiff supports, the distribution may be assumed as given below in
Clause 211.5. For spans resting on flexible supports, distribution of horizontal forces may be
carried out according to procedure given below in Clause 211.6.
211.5 Simply Supported and Continuous Spans on Unyielding Supports
211 .5.1 Simply supported spans on unyielding supports
211.5. 1. 1 For a simply supported span with fixed and free bearings (other than elastomeric
type) on stiff supports, horizontal forces at the bearing level in the longitudinal direction shall
37
:
IRC:6-2014
be greater of the two values given below:
Fixed bearing Free bearing
or p
ii) -^^MiR^^RJ ^(f^.^f^J
where,
= Applied Horizontal force
R9 = Reaction at the free end due to dead load
Rq = Reaction at free end due to live load
|j
= Coefficient of friction at the movable bearing which shall be assumed to have the
following values:
i)
For steel roller bearings 0.03
ii) For concrete roller bearings 0.05
iii)
For sliding bearings:
a) Steel on cast iron or steel on steel 0.4
b) Gray cast iron

Gray cast iron (Mechanite) 0.3
c) Concrete over concrete with bitumen

layer in between 0.5
d) Teflon on stainless steel 0.03 and 0.05

whichever is governing
Note
a) For design of bearings, the corresponding forces may be taken as per relevant IRC
Codes.
b) Unbalanced dead load shall be accounted for properly. The structure under the fixed
bearing shall be designed to withstand the full seismic and design braking/tractive force.
211.5.1.2 case of simply supported small spans upto 10 m resting on unyielding

In
supports and where no bearings are provided, horizontal force in the longitudinal direction at
the bearing level shall be
-5l or pR^ whichever is greater
211.5.1.3 For a simply supported span siting on identical elastomeric bearings at each
end resting on unyielding supports. Force at each end
V = shear rating of the elastomer bearings
= movement of deck above bearing, other than that due to applied forces
38
IRC:6-2014
211.5. 1.4 The substructure and foundation shall also be designed for 1 0 percent variation
in movement of the span on either side.
211.5.2 For continuous bridges with one fixed bearing or other free bearings:
Fixed bearing Free bearing

Case-I
(|jR - |jL) +ve acting in +ve direction
(a) If, F,>2mR

F^-(IjR + |jL)
|jRx
(b) lf,F^<2|jR
Case-ll
(jjR - |jL) +ve F^ acting in -ve direction
(a) if,F,>2|jL
F,-(mR + mL)
|jRx
(b) if,F,<2ML
'^h +(|jR-|jL)
whichever is greater
where,
n^ or n,^ = number of free bearings to the left or right of fixed bearings, respectively
|jL or pR = the total horizontal force developed at the free bearings to the left or right
of the fixed bearing respectively
pR^ = the net horizontal force developed at any one of the free bearings
considered to the left or right of the fixed bearings
Note : In seismic areas, the fixed bearing shall also be checked for full seismic force and braking/
tractive force. The structure under the fixed bearing shall be designed to withstand the full
seismic and design braking/tractive force.
211.6 Simply Supported and Continuous Spans on Flexible Supports
211 .6.1 Shear rating of a support is the horizontal force required to move the top of the support
through a unit distance taking into account horizontal deformation of the bridges, flexibility of
the support and rotation of the foundation. The distribution of 'applied' longitudinal horizontal
forces (e.g., braking, seismic, wind etc.) depends solely on shear ratings of the supports and
may be estimated in proportion to the ratio of individual shear ratings of a support to the sum
of the shear ratings of all the supports.
39
IRC:6-2014
211.6.2 The distribution of self-induced horizontal force caused by deck movement (owing
to temperature, shrinkage, creep, elastic shortening, etc.) depends not only on shear ratings
of the supports but also on the location of the 'zero' movement point in the deck. The shear
rating of the supports, the distribution of applied and self-induced horizontal force and the
determination of the point of zero movement may be made as per recognized theory for
which reference may be made to publications on the subjects.
211.7 The effects of braking force on bridge structures without bearings, such as, arches,
rigid frames, etc., shall be calculated in accordance with approved methods of analysis of
indeterminate structures.
211.8 The effects of the longitudinal forces and all other horizontal forces should be
calculated upto a level where the resultant passive earth resistance of the soil below the
deepest scour level (floor level in case of a bridge having pucca floor) balances these
forces.
212 CENTRIFUGAL FORCES

212.1 Where a road bridge is situated on a curve, all portions of the structure affected by
the centrifugal action of moving vehicles are be proportioned to carry safely the stress
to
induced by this action in addition to all other stress to which they may be subjected.
212.2 The centrifugal force shall be determined from the following equation:
127R
where,
C = Centrifugal force acting normally to the traffic (1) at the point of action of the
wheel loads or (2) uniformly distributed over every metre length on which a
uniformly distributed load acts, in tonnes.
W = Live load (1) case of wheel loads, each wheel load being considered as
in
acting over the ground contact length specified in Clause 204, in tonnes, and
(2) in case of a uniformly distributed live load, in tonnes per linear metre.
V - The design speed of the vehicles using the bridge in km per hour, and
R - The radius of curvature in metres.
212.3 The centrifugal force shall be considered to act at a height of 1 .2 m above the level
of the carriageway.
212.4 No increase for impact effect shall be made on the stress due to centrifugal action.
40
IRC:6-2014
212.5 The overturning effect of the centrifugal force on the structure as a whole shall also
be duly considered.
213 BUOYANCY
213.1 In the design of abutments, especially those of submersible bridges, the effects of
buoyancy shall also be considered assuming that the fill behind the abutments has been
removed by scour.
213.2 To allow for full buoyancy, a reduction shall be made in the gross weight of the
member affected by reducing its density by the density of the displaced water.
Note: 1 )The density of water may be taken as 1 .0 t/m^
2) For artesian condition, HFL or actual water head, whichever is higher, shall be
considered for calculating the uplift.
213.3 In the design of submerged masonry or concrete structures, the buoyancy effect
through pore pressure may be limited to 15 percent of full buoyancy.
213.4 In case of submersible bridges, the full buoyancy effect on the superstructure shall
be taken into consideration.
214 EARTH PRESSURE

214.1 Structures designed to retain earth fills be proportioned to withstand pressure
shall
calculated in accordance with any rational theory. Coulomb's theory shall be acceptable,
subject to the modification that the centre of pressure exerted by the backfill, when considered
dry, is located at an elevation of 0.42 of the height of the wall above the base instead of 0.33
of that height. No structures shall, however, be designed to withstand a horizontal pressure
less than that exerted by a fluid weighing 480 kg/m^ All abutments and return walls shall be
designed for a live load surcharge equivalent to 1 .2 m earth fill.
214.2 Reinforced concrete approach slab with 12 mm dia 150 mm c/c in each direction
both at top and bottom as reinforcement in M30 grade concrete covering the entire width of
the roadway, with one end resting on the structure designed to retain earth and extending for
a length of not less than 3.5 m into the approach shall be provided.
214.3 All designs shall provide for the thorough drainage of backfilling materials by means
of weep holes and crushed rock or gravel drains, or pipe drains, or perforated drains.
214.4 The pressure of submerged soils (not provided with drainage arrangements) shall
be considered as made up of two components:
a) Pressure due to the earth calculated in accordance with the method laid down
in Clause 214.1 the , unit weight of earth being reduced for buoyancy, and
b) Full hydrostatic pressure of water
41
IRC:6-2014
215 TEMPERATURE
215.1 General
Daily and seasonal fluctuations in shade air temperature, solar radiation, etc. cause the
following:
a) Changes in the overall temperature of the bridge, referred to as the effective

bridge temperature. Over a prescribed period there will be a minimum and a
maximum, together with a range of effective bridge temperature, resulting in
loads and/or load effects within the bridge due to:
1) Restraint offered to the associated expansion/contraction by the form

of construction (e.g., portal frame, arch, flexible pier, elastomeric
bearings) referred to as temperature restraint; and
ii) Friction at roller or sliding bearings referred to as frictional bearing

restraint;
b) Differences in temperature between the top surface and other levels through the
depth of the superstructure, referred to as temperature difference and resulting
in associated loads and/or load effects within the structure.
Provisions shall be made for stresses or movements resulting from variations in the
temperature.
215.2 Range of Effective Bridge Temperature
Effective bridge temperature for the location of the bridge shall be estimated from the
isotherms of shade air temperature given on Figs. 8 and 9. Minimum and maximum effective
bridge temperatures would be lesser or more respectively than the corresponding minimum
and maximum shade air temperatures in concrete bridges. In determining load effects due
to temperature restraint in concrete bridges the effective bridge temperature when the
structure is effectively restrained shall be taken as datum in calculating the expansion up to
the maximum effective bridge temperature and contraction down to the minimum effective
bridge temperature.
42
IRC:6-2014
68 72 76 80 84 88 92 96
68 72 76 80 ,34 88 92
The territorial waters of India extend into the sea to a distance of twelve nautical miles measured from the
appropriate base line.
Based upon Survey of India map with permission of the Surveyor General of India.
Government of India Copyright 1993

Responsibility for the correctness of internal details rests with the publishers.
Fig. 8 Chart Showing Highest Maximum Temperature
43
IRC:6-2014
68 72 76 80 84 88 92 98
68 72 76 80 84 88 92
The territorial waters of India extend into the sea to a distance of twelve nautical miles measured from the
appropriate base line.
Based upon Survey of India map with permission of the Surveyor General of India
Government of India copyright 1993.
Responsibility for the correctness of internal details rests with the publishers.
Fig. 9 Chart Showing Lowest Minimum Temperature
44
IRC:6-2014
The bridge temperature when the structure is effectively restrained shall be estimated as
follows:
Bridge location having difference between Bridge temperature to be assumed when the
maximum and minimum air shade temperature structure is effectively restrained
>20C Mean of maximum and minimum air shade

temperature 10C whichever is critical
< 20C Mean of maximum and minimum air shade

temperature 5C whichever is critical
For metallic structures the extreme range of effective bridge temperature to be considered in
the design shall be as follows :
1) Snowbound areas from - 35C to + 50C
2) For other areas (Maximum air shade temperature + 15C) to (minimum air shade
temperature - 10C). Air shade temperatures are to be obtained from Figs. 8 and 9.
215.3 Temperature Differences
Effect of temperature difference within the superstructure shall be derived from positive
temperature differences which occur when conditions are such that solar radiation and other
effects cause a gain in heat through the top surface of the superstructure. Conversely, reverse
temperature differences are such that heat is lost from the top surface of the bridge deck as
a result of re-radiation and other effects. Positive and reverse temperature differences for
the purpose of design of concrete bridge decks shall be assumed as shown in Fig. 10 (a).
These design provisions are applicable to concrete bridge decks with about 50 mm wearing
surface. So far as steel and composite decks are concerned, Fig. 10 (b) may be referred for
assessing the effect of temperature gradient.
Positive Temperature Differences Reverse Temperature Differences

17.8 10.6
h, = 0.3h < 0,15 m h = h = 0.2h < 0.25 m

= 0.3h > 0.10 m iij = = 0.25h < 0.25 m
^2
< 0.25 m
Ii3 = 0.3h< 0.15 m
Fig. 10 (a) Design Temperature Differences for Concrete Bridge Decks
45
IRC:6-2014
50 mm surfacing 50 mm surfacing 50 mm surfacing
H(m) IT, CO
0^2 18
h, = 0.6h
hj = 0.4m 03 20.5
h (m) I
T, CO
0.2 4.4
8
0.3 6.8
Fig. 10 (b) Temperature Differences Across Steel and Composite Section

Note : For intermediate slab thickness, may be interpolated.
215.4 Material Properties
For the purpose of calculating temperature effects, the coefficient of thermal expansion for
RCC, PSC and steel structures may be taken as 12.0 x 10 Vc.
215.5 Permissible Increase in Stresses and Load Combinations
Tensile stresses resulting from temperature effects not exceeding in the value of two third of
the modulus of rupture may be permitted in prestressed concrete bridges. Sufficient amount
of non-tensioned steel shall, however, be provided to control the thermal cracking. Increase
in stresses shall be allowed for calculating load effects due to temperature restraint under
load combinations.
Note : Permissible increase in stresses and load combinations as stated under Clause 215.5 is
not applicable for Limit State Design of Bridges.
216 DEFORMATION STRESSES (for steel bridges only)

216.1 A deformation stress is defined as the bending stress any member of an open
in
web-girder caused by the vertical deflection of the girder combined with the rigidity of the
joints.
216.2 All steel bridges shall be designed, manufactured and erected in a manner such
that the deformation stresses are reduced to a minimum. In the absence of calculation,
deformation stresses shall be assumed to be not less than 16 percent of the dead and live
loads stresses.
216.3 In prestressed girders of steel, deformation stresses may be ignored.
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217 SECONDARY STRESSES

217.1 a) Steel structures: Secondary stresses are additional stresses brought into play
due to the eccentricity of connections, floor beam loads applied at intermediate
points in a panel, cross girders being connected away from panel points, lateral
wind loads on the end-posts of through girders etc., and stresses due to the
movement of supports.
b) Reinforced Concrete structures: Secondary stresses are additional stresses

brought into play due either to the movement of supports or to the deformations
in the geometrical shape of the structure or its member, resulting from causes,
such as, rigidity of end connection or loads applied at intermediate points of

trusses or restrictive shrinkage of concrete floor beams.
217.2. All bridges shall be designated and constructed in a manner such that the secondary
stresses are reduced to a minimum and they shall be allowed for in the design.
217.3 For reinforced concrete members, the shrinkage coefficient for purposes of design
may be taken as 2 X 10 ^.
218 ERECTION STRESSES AND CONSTRUCTION LOADS

218.1 The based on the construction programme
effects of erection as per actual loads
shall be accounted for in the design. This shall also include the condition of one span being
completed in all respects and the adjacent span not in position. However, one span dislodged
condition need not be considered in the case of slab bridge not provided with bearings.
218.2 Construction loads are those which are incident upon a structure or any of its
constituent components during the construction of the structures.
A detailed construction procedure associated with a method statement be drawn up

shall
during design and considered in the design to ensure that all aspects of stability and strength
of the structure are satisfied.
218.3 Examples of Typical Construction Loadings are given below. However, each
individual case shall be investigated in complete detail.
Examples:
a) Loads of plant and equipment including the weight handled that might be
incident on the structure during construction.
b) Temporary super-imposed loading caused by storage of construction material

on a partially completed a bridge deck.
c) Unbalanced effect of a temporary structure, if any, and unbalanced effect
of modules that may be required for cantilever segmental construction of a
bridge.
d) Loading on individual beams and/or completed deck system due to travelling of

a launching truss over such beams/deck system.
e) Thermal effects during construction due to temporary restraints.
f) Secondary effects, if any, emanating from the system and procedure of

construction.
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IRC:6-2014
g) Loading due to any anticipated soil settlement.
h) Wind load during construction as per Clause 209. For special effects, such
as, unequal gust load and for special type of construction, such as, long span
bridges specialist literature may be referred to.
i) Seismic effects on partially constructed structure as per Clause 219.
219 SEISMIC FORCE

219.1 Applicability
219.1.1 All bridges supported on piers, pier bents and arches, directly or through bearings,
and not exempted below in the category (a) and (b), are to be designed for horizontal and
vertical forces as given in the following clauses.
The following types of bridges need not be checked for seismic effects:
a) Culverts and minor bridges up to 10 m span in all seismic zones
b) Bridges in seismic zones and ill satisfying both

II limits of total length not
exceeding 60 m and spans not exceeding 15 m
219.1.2 Special investigations should be carried out for the bridges of following description:
a) Bridges more than 150 m span

b) Bridges with piers taller than 30 m in Zones IV and V
c) Cable supported bridges, such as extradosed, cable stayed and suspension
bridges
d) Arch bridges having more than 50 m span

e) Bridges having any of the special seismic resistant features such as seismic
isolators, dampers etc.
f) Bridges using innovative structural arrangements and materials.
Notes for special investigations:

1) In all seismic zones, areas covered within 10 km from the known active faults
are classified as 'Near Field Regions'. For all bridges located within 'Near Field
Regions', except those exempted in Clause 219.1.1, special investigations
should be carried out. The information about the active faults should be sought
by bridge authorities for projects situated within 100 km of known epicenters as
a part of preliminary investigations at the project preparation stage.
2) Special investigations should include aspects such as need for site specific
spectra, independency of component motions, spatial variation of excitation,
need to include soil-structure interaction, suitable methods of structural analysis
in view of geometrical and structural non-linear effects, characteristics and
reliability of seismic isolation and other special seismic resistant devices, etc.
3) Site specific spectrum, wherever its need is established in the special

investigation, shall be used, subject to the minimum values specified for relevant
seismic zones, given in Fig. 11.
48
Fig. 11 Seismic Zones of India (IS 1893 (Part l):2002)
NOTE: Bridge locations and towns falling at the boundary line demarcating two zones shall
be considered in the higher zone.
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219.1.3 Masonry and plain concrete arch bridges with span more than 10 m shall be avoided
in Zones IV and V and in 'Near Field Region'.
219.2 Seismic Zones
For the purpose of determining the seismic forces, the Country is classified into four zones
as shown in Fig. 11. For each Zone a factor 'Z' is associated, the value of which is given in
Table 7.
Table 7 Zone Factor (Z)
Zone No. Zone Factor

(Z)
V 0.36
IV 0.24
III 0.16
II 0.10
219.3 Components of Seismic Motion
The characteristics of seismic ground motion expected at any location depend upon the
magnitude of earthquake, depth of focus, distance of epicenter and characteristics of the path
through which the seismic wave travels. The random ground motion can be resolved in three
mutually perpendicular directions. The components are considered to act simultaneously, but
independently and their method of combination is described in Clause 219.4. Two horizontal
components are taken as of equal magnitude, and vertical component is taken as two third
of horizontal component.
In zones IV and V the effects of vertical components shall be considered for all elements of
the bridge.
The effect of vertical component may be omitted for all elements in zones II and III, except
for the following cases:
a) prestressed concrete decks
b) bearings and linkages
c) horizontal cantilever structural elements
d) for stability checks and
e) bridges located in the 'Near Field Regions'
219.4 Combination of Component Motions

1) The seismic forces shall be assumed to come from any horizontal direction.
For this purpose two separate analyses shall be performed for design seismic
forces acting along two orthogonal horizontal directions. The design seismic
force resultants (i.e. axial force, bending moments, shear forces, and torsion)
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IRC:6-2014
atany cross-section of a bridge component resulting from the analyses in the
two orthogonal horizontal directions shall be combined as below (Fig. 12).
a) r^0.3r2
b) 0.3r^r2 ^
where,
r^= Force resultant due to full design seismic force along x direction.
r^= Force resultant due to full design seismic force along z direction.
2) When vertical seismic forces are also considered, the design seismic force resultants
at any cross section of a bridge component shall be combined as below:
a) r^0.3r20.3r3
b) 0.3 r^ rî 0.3r3
c) 0.3r^ 0.3 r^t r3
where r^ and are as defined above and r3 is the force resultant due to full design seismic
force along the vertical direction.
Fig. 12 Combination of Orthogonal Seismic Forces
Moments for Ground Motion Moments for Ground Motion

along X-axis along Z-axis
M- =m5 +0.3M?
Design Moments
= 0.3Mf + Mf M = 0.3 + M?
Where, '
M X
and M z
are absolute moments about local axes.
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Note : Analysis of bridge as a wliole is carried out for global axes X and Z and effects obtained are
combined for design about local axes as shown.
219.5 Computation of Seismic Response
Following methods are used for computation of seismic response depending upon the
complexity of the structure and the input ground motion.
1) For most of the bridges, elastic seismic acceleration method is adequate.

In this method, the first fundamental mode of vibration is calculated and the
corresponding acceleration is read from Fig. 13. This acceleration is applied to
all parts of the bridge for calculation of forces as per Clause 219.5.1
2) ElasticResponse Spectrum Method: This is a general method, suitable for

more complex structural systems (e. g. continuous bridges, bridges with large
difference in pier heights, bridges which are curved in plan, etc), in which
dynamic analysis of the structure is performed to obtain the first as well as
higher modes of vibration and the forces obtained for each mode by use of
response spectrum from Fig. 13 and Clause 219.5.1. These modal forces are
combined by following appropriate combinational rules to arrive at the design
^ forces. Reference is made to specialist literature for the same.
3.0
2.5
2.0
1.5
1-0
as
0.0 0.6 1-0 T.5 2.0 2.5 3.0 3.5 4.0
Fig. 13 Response Spectra

Note : For structural components like short and rigid abutments, the value of Sjq shall be
taken as 1. Also, the response reduction factor R shall be taken as 1.0 for seismic
design of such structures.
219.5.1 Horizontal seismic force
The horizontal seismic forces acting at the centers of mass, which are to be resisted by the
structure as a whole, shall be computed as follows:
Fg = \ (Dead Load + Appropriate Live Load)
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where,
F eq = seismic force to be resisted
A^= horizontal seismic coefficient = (Z/2) x (I) x (S^/g)
Appropriate live load shall be taken as per Clause 219.5.2
Z = Zone factor as given in Table 7

I
= Importance Factor (see Clause 219.5.1.1)
T = Fundamental period of the bridge (in sec.) for horizontal vibrations
Fundamental time period of the bridge member is to be calculated by any rational

method of analysis adopting the Modulus of Elasticity of Concrete (E^^) as per
IRC:112, and considering moment of inertia of cracked section which can be taken
as 0.75 times the moment of inertia of gross uncracked section, in the absence of
rigorous calculation. The fundamental period of vibration can also be calculated by
method given in Annex D.
SJg = Average response acceleration coefficient for 5 percent damping of load

resisting elements depending upon the fundamental period of vibration T as given
in Fig. 13 which is based on the following equations.
For rocky or hard soil sites, Type I soil with N > 30

S3 2.50 1 0.0 < 7 < 0.40
J
y[i.oo/rJ o.40<r<4.oo
For medium soil sites. Type II soil with 10 < N < 30
S3 2.50 1 <7<0.55
0.0
J
y|l.36/7j 0.55<7<4.00
For soft soil sites, Type III soil with N < 10
S3 j 2.50 1 0.0 < 7 < 0.67
y|l.67/7j 0.67<7<4.00
Note : In absence of calculations

the of fundamental period for small bridges, the value of SJg
may be taken as 2.5.
For damping other than 5 percent offered by load resisting elements, the multiplying factors
as given below shall be used.
Damping % 2 5 10
Factor 1.4 1.0 0.8
Application Prestressed concrete, Reinforced Concrete Retrofitting of

Steel and composite steel elements old bridges with RC piers
elements
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219.5.1.1 Seismic importance factor (I)
Bridges are designed to resist design basis earthquake (DBE) level, or other higher or
lower magnitude of forces, depending on the consequences of their partial or complete
non-availability, due to damage or failure from seismic events. The level of design force
is obtained by multiplying (Z/2) by factor T, which represents seismic importance of the
structure. Combination of factors considered in assessing the consequences of failure and
hence choice of factor T,- include inter alia,
a) Extent of disturbance to traffic and possibility of providing temporary diversion,

b) Availability of alternative routes,
c) Cost of repairs and time involved, which depend on the extent of damages, -
minor or major,
d) Cost of replacement, and time involved in reconstruction in case of failure,
e) Indirect economic loss due to its partial or full non-availability, Importance factors
are given in Table 8 for different types of bridges.
Table 8 Importance Factor
Seismic Class Illustrative Examples Importance Factor '1'
Normal bridges All bridges except those mentioned in 1
other classes
Important bridges a) River bridges and flyovers inside cities 1.2
b) Bridges on National and State
Highways
c) Bridges sen/ing traffic near ports and
other centers of economic activities
d) Bridges crossing railway lines
Large critical bridges in all a) Long bridges more than 1km length 1.5
Seismic Zones across perennial rivers and creeks
b) Bridges for which alternative routes are
not available
Note : While checking for seismic effects during construction, the importance factor of 1 should be
considered for all bridges in all zones.
219.5.2 Live load components
1) The seismic force due to live load shall not be considered when acting in the
direction of traffic, but shall be considered in the direction perpendicular to the
traffic.
ii) The horizontal seismic force in the direction perpendicular to the traffic shall be
calculated using 20 percent of live load (excluding impact factor).
iii) The seismic force shall be calculated using 20 percent of
vertical live load
(excluding impact factor).
Note : The reduced percentages of live loads are applicable only for calculating the magnitude of
seismic design force and are based on the assumption that only 20 percent of the live load
is present over the bridge at the time of earthquake.
55
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219.5.3 Water current and depth of scour
The depth of scour under seismic condition to be considered for design shall be 0.9 times the
maximum scour depth. The flood level for calculating hydrodynamic force and water current
force be taken as average of yearly maximum design floods. For river bridges, average
is to
may preferably be based on consecutive 7 years' data, or on local enquiry in the absence of
such data.
219.5.4 Hydrodynamic and earth pressure forces under seismic condition
In dead load and live load, hydrodynamic forces

addition to inertial forces arising from the
act on the submerged part of the structure and are transmitted to the foundations. Also,
additional earth pressures due to earthquake act on the retaining portions of abutments. For
values of these loads reference is made to IS 1893. These forces shall be considered in the
design of bridges in zones IV and V.
The modified earth pressure forces described in the preceding paragraph need not be
considered on the portion of the structure below scour level and on other components, such
as wing walls and return walls.
219.5.5 Design forces for elements of structures and use of response reduction factor
The forces on various members obtained from the elastic analysis of bridge structure are
to be divided by Response Reduction Factor given in Table 9 before combining with other
forces as per load combinations given in Table 1. The allowable increase in permissible
stresses should be as per Table 1
Table 9 Response Reduction Factors
R with Ductile R without

Bridge Component
Detailing Ductile Detailing
Superstructure 2.0 N.A.
Substructure
(i) Masonry/PCC abutments
piers, 1.0
(ii) RCC where plastic hinge cannot
short plate piers 3.0 2.5
develop in direction of length and RCC abutments
(iii) RCC long piers where hinges can develop 4.0 3.3
(iv) Column 4.0 3.3
(v) Beams of RCC portal frames supporting bearings 1.0 1.0
Bearings 2.0 2.0
When connectors and stoppers

are designed to withstand seismic
forces primarily, R value shall be
taken as 1 .0
Connectors and Stoppers (Reaction blocks)
When connectors and stoppers
Those restraining dislodgement or drifting away of bridge
are designed as additional safety
elements.
measures in the event of failure
of bearings, R value specified in
Table 9 for appropriate substructure
shall be adopted.
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IRC:6-2014
Notes :
i) Those parts of the structural elements of foundations which are not in contact with soil
and transferring load to it, are treated as part of sub-structure element.
ii) Response reduction factor is not to be applied for calculation of displacements of

elements of bridge and for bridge as a whole.
iii) When elastomeric bearings are used to transmit horizontal seismic forces, the response
reduction factor (R) shall be taken as 1 .5 for RCC substructure and as 1 .0 for masonry
and PCC substructure.
219.6 Fully Embedded Portions
Parts of structure embedded in soil below scour level need not be considered to produce any
seismic forces.
219.7 Liquefaction
In loose sands and poorly graded sands with little or no fines, the vibrations
earthquake due to
may cause liquefaction, or excessive total and differential settlements. Founding bridges on such
sands should be avoided unless appropriate methods of compaction or stabilisation are adopted.
Alternatively, the foundations should be taken deeper below liquefiable layers, to firm strata.
Reference should be made to the specialist literature for analysis of liquefaction potential.
219.8 Foundation Design
For design of foundation, the seismic loads should be taken as 1.25 times the forces
transmitted to it by substructure, so as to provide sufficient margin to cover the possible
higher forces transmitted by substructure arising out of its over strength.
219.9 Ductile Detailing
Mandatory Provisions
i) In zones IV and prevent dislodgement of superstructure, "reaction blocks"
V, to
(additional safety measures in the event of failure of bearings) or other types
of seismic arresters shall be provided and designed for the seismic force
(F /R). Pier and abutment caps shall be generously dimensioned, to prevent
dislodgement of severe ground-shaking. The examples of seismic features
shown in Figs. 14 to 16 are only indicative and suitable arrangements will have
to be worked out in specific cases.
ii) To improve the performance of bridges during earthquakes, the bridges in

Seismic Zones III, IV and V may be specifically detailed for ductility for which
IRC:112 shall be referred.
Recommended Provisions
i) In order to mitigate the effects of earthquake forces described above, special

seismic devices such as Shock Transmission Units, Base Isolation, Seismic
Fuse, Lead Plug, etc, may be provided based on specialized literature,
international practices, satisfactory testing etc.
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IRC:6-2014
ii) Continuous superstructure (with fewer number of bearings and expansion
joints) or integral bridges (in wiiich the substructure or superstructure are made
joint less, i.e. monolithic), if not unsuitable otherwise, can possibly provide high
ductility leading to bvetter behaviour during earthquake.
iii) Where elastomeric bearings are used, a separate system of arrester control in
both directions may be introduced to cater to seismic forces on the bearing.
REACTION BLOCKS
BOX GIRDER
P2
P3
SUPERSTRUCTURE FREE FREE
RESTRAINED FREE
ELEVATION
o Q o
Ul ill
z Z z
m IS
(0
It]
r PIER CAP
HALF PLAN OF HALF PLAN OF

PIER CAP P2 PLAN
PIER CAP P3, Ai ,A2
Fig. 14 Example of Seismic Reaction Blocks for Continuous Superstructure
REACTION BLOCK
Fig. 15 Example of Seismic Reaction Blocks for Simply Supported Bridges
58
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IRC:6-2014
. AT ARTICULATIONS AT pi lR?
WHERE :
N = N1 = N2 = 305 + 2.5L + 10 H mm
L = SPAN IN METERS
H = AVERAGE COLUMN HEIGHT IN METERS
Fig. 16 Minimum Dimension for Support
220 BARGE IMPACT ON BRIDGES

220.1 General
1) Bridges crossing navigable channels of rivers, creeks and canals as well as the
shipping channels in and open seas shall be provided with "navigation
port areas
spans" which shall be specially identified and marked to direct the waterway traffic
below them. The span arrangement, horizontal clearances between the inner faces
of piers within the width of the navigational channel, vertical clearances above the
air-draft of the ships/barges upto soffit of deck and minimum depth of water in the
channel below the maximum laden draft of the barges shall be decided based on the
classification of waterways as per Inland Waterways Authority of India (IWAI) or the
concerned Ports and Shipping Authorities.
2) Bridge components located in a navigable channel of rivers and canals shall be

designed for barge impact force due to the possibility of barge accidentally colliding
with the structure.
3) For bridges located in sea, and in waterways under control of ports, the bridge
components may have tobe designed for vessel collision force, for which the details
of the ships/barges shall be obtained from the concerned authority. Specialist literature
may be referred for the magnitudes of design forces and appropriate design solutions.
4) The design objective for bridges is to minimize the risk of the structural failure of a
bridge component due to collision with a plying barge in a cost-effective manner and
at the same time reduce the damage to the barge and resulting environmental
risk of
pollution, if any. Localized repairable damage of substructure and superstructure

components is permitted provided that
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a) Damaged structuralcomponents can be inspected and repaired in a relatively
cost effective manner not involving detailed investigation, and
b) Sufficient ductility and redundancy exist in the remaining structure to prevent
consequential progressive collapse, in the event of impact.
5) The waterways have been classified in 7 categories by IWAI. The vessel

Indian
displacement tonnage for each of the class of waterway is shown in Table 10. Barges
and their configurations which are likely to ply, their dimensions, the Dead Weight
Tonnage (DWT), the minimum dimensions of waterway in lean section, and minimum
clearance requirements are specified by IWAI. The latest requirements (2009) are
shown in Annex E.
Table 10 Vessel Displacement Tonnage
Class of Waterway 1 11 ill IV &v VI & VII
DWT (in Tonnes) 200 600 1000 2000 4000
Note: The total displacement tonnage of self propelled vehicle (SPV) equals the weight of the
barge when empty plus the weight of the ballast and cargo (DWT) being carried by the
barge. The displacement tonnage for barge tows shall equal the displacement tonnage of the
tug/tow barge plus the combined displacement of number of barges in the length of the tow as
shown in Annex E.
6) In determining barge impact loads, consideration shall also be given to the relationship
of the bridge to :
a) Waterway geometry.
b) Size, type, loading condition of barge using the waterway, taking into account
the available water depth, and width of the navigable channel.
c) Speed of barge and direction, with respect to water current velocities in the
period of the year when barges are permitted to ply.
d) Structural response of the bridge to collision.
7) In navigable portion of waterways where barge collision is anticipated, structures shall

be :
a) Designed to resist barge collision forces, or
b) Adequately protected by designed fenders, dolphins, berms, artificial islands,

or other sacrificial devices designed to absorb the energy of colliding vessels
or to redirect the course of a vessel, or
c) A combination of (a) and (b) above, where protective measures absorb most of
the force and substructure is designed for the residual force.
8) In non-navigable portion of the waterways, the possibility of smaller barges using these
portions and likely to cause accidental impact shall be examined from consideration of
the available draft and type of barges that ply on the waterway. In case such possibility
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exists, the piers shall be designed to resist a lower force of barge impact caused by
the smaller barges as compared to the navigational span.
9) For navigable waterways which have not been classified by IWAI, but where barges
are plying, one of Class from & VI should be chosen as applicable, based on the local
I
survey of crafts plying in the waterway. Where reliable data is not available minimum
Class-I shall be assigned.
220.2 Design Barge Dimensions
A design barge shall be selected on the basis of classification of the waterway. The barge
characteristics for any waterway shall be obtained from IWAI (Ref. Annex E).
The dimensions of the barge should be taken from the survey of operating barge. Where no
reliable information is available, the same may be taken from Fig. 17.
TYPICAL BARGE CONFIGURATIONS
BARGE DIMENSIONS AS PER IWAI

Class o( Waterway
Unit 1 1 M IV V VI VI
Notation
L
B
Length
WkJtti
m
m
32.6""
5.0
45.0
8.0 9.0
m
12.0
'
M
12.0
'
SST"
14.0 14.0
D Depth of loaded draft m 1.0 ^2 1.5 1.8 1.8 2.5 2.5
Db Depth of Bow m 1.5 1.8 22 2.7 2.7 3.7 3.7
Dv Depth of Vessel m 1.4 1.6 2.1 2.5 2.5 3.4 3.4
Hl Head of log height m 0.3 0.4 0.4 0.5 0.5 0.7 0.7
Bow Rake Length m 3.3 4.6 6.0 T2 72 8.9 8.9
Fig. 17 Typical Barge Dimensions
220.3 Checking in Dimensional Clearances for Navigation and Location of Barge

Impact Force
Fig. 18 shows the and piers as well as the position of the barge
position of bridge foundations
in relation to the actual water level. The minimum and maximum water levels within which
barges are permitted to ply are shown schematically. These levels should be decided by the
river authorities or by authority controlling the navigation.
The minimum navigable level will be controlled by the minimum depth of water needed for the
plying of barges. The maximum level may be determined by the maximum water velocity in
which the barges may safely ply and by the available vertical clearances below the existing
(or planned) structures across the navigable water.
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The minimum vertical clearance for the parabolic soffit shall be reckoned above the high
flood level at a distance/section where the minimum horizontal clearance from pier face is
chosen. -
MAX PERM ITTFD WATER LEVEL

FOR NAVIGATION
MIN.PERM ITTED WATER LEVEL

FOR NAVIGATION
HIGHEST B ED LEVEL AT PIER
(NOT CONSIDERING LOCAL SCOUR)
L = Length = Row Rake Length

Dg = Depth of Bow B = Breadth/Width of Vessel (Not shown)
D^ = Depth of Vessel D min. = Water draft for empty barge
= Head of Log Height D max. = Water draft for fully loaded barge
Hg = Height of hightest point of cabin on barge
Fig. 18 Factors Deciding Range of Location of Impact Force
Use of Fig. 18:
1) For checking Minimum Clearance below Bridge Deck :
a) HQ+(Dy-D^.^) : is maximum projection of the highest barge component above actual water
level (e.g. including projecting equipment over top of cabin like radar mast).
b) Highest Level of Barge (HQ+(Dy-D^.^) + maximum permitted water level for navigation
:
(This may be decided by water current velocity). Minimum specified clearance should be
checked with reference to this level and lowest soffit level of bridge.
2) For determining lowest position of barge with respect to bridge pier.
a) '
Maximum depth of submergence
r- o = D max = Maximum Water Draft.
b) Minimum level permitted for navigation = Level at which minimum clearance required for
navigation between bed level and lowest part of barge (at D^^J is available.
3) For determining range of pier elevations between which barge impact can take places anywhere :
a) Highest Level = Maximum water level permitted for navigation + (D^-D^.J.

b) Lowest Level = Minimum water level permitted for navigation + (Dg-D^^J.
c) Height over which impact force Pg acts = H^^ as defined in Fig. 18.
220.4 Design Barge Speed
The speed which the barge collides against the components of a bridge depends upon
at
to the barge transit speed within the navigable channel limits, the distance to the location of
the bridge element from the centre line of the barge transit path and the barge length overall
(LOA). This information shall be collected from the IWAI. In absence of any data, a design
speed of 6 knots (i.e. 3.1 m/sec) for unladen barge and 4 knots (i.e. 2.1 m/sec) for laden
barge may be assumed for design for both upstream and downstream directions of traffic.
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220.5 Barge Collision Energy
KE = 500 X X WX (V)2,
where,
W = Barge Displacement Tonnage (T)
V = Barge impact speed (m/sec)
KE = Barge Collision Energy (N-m)
C^ = hydrodynamic coefficient
= 1.05 to 1.25 for Barges depending upon the underkeel clearance available.
In case underkeel clearance is more than 0.5 x Draft, C^=1 .05;
In case underkeel clearance is less than 0.1 x Draft, C^ = 1 .25.
For any intermediate values of underkeel clearance, linear interpolation shall be

done.
1
Note: The formula of kinetic energy is a standard kinetic energy, equation KE=-Mv^2
^
Mass, M =
w
where W is the weight of barge and C^ is the hydro dynamic effect
g
representing mass of the water moving together with the barge. Substituting value in
proper units in K.E. formula yields the equation given in the draft.
220.6 Barge Damage Depth, 'a^'
3^= 3100 X (
[1 + 1.3 X 10<-^)x KEP- 1),
where,
ag = Barge bow damage depth (mm)
220.7 Barge Collision Impact Force, 'Pg'
The barge collision impact force shall be determined based on the following equations:
For ag<1 00 mm, Pg = 6.0 x 1 0^ x (a^), in N
For ag> 100 mm, Pg = 6.0 X 10^ + 1600 X (ag), in N
220.8 Location & Magnitude of Impact Force in Substructure & Foundation, 'P^'
All components of the substructure, by any portion of the design

exposed to physical contact
barge's hull or bow, shall be designed to resist the applied loads. The bow overhang, rake,
or flair distance of barges shall be considered in determining the portions of the substructure
exposed to contact by the barge. Crushing of the barge's bow causing contact with any
setback portion of the substructure shall also be considered.
Some of the salient barge dimensions to be checked while checking for the navigational
clearances are as follows :
63
IRC:6-2014
The design impact force for the above cases is to be applied as a vertical line load equally
distributed along the barge's bow depth, H2 defined with respect to the reference water level,
as shown in Fig. 18. The barge's bow is considered to be raked forward in determining the
potential contact area of the impact force on the substructure.
220.9 Protection of Substructures
Protection may be
provided to reduce or to eliminate the exposure of bridge substructures to
barge collision by physical protection systems, including fenders, pile cluster, pile-supported
structures, dolphins, islands, and combinations thereof.
Severe damage and/or collapse of the protection system may be permitted, provided that
the protection system stops the Barge prior to contact with the pier or redirects the barge
away from the pier. In such cases, the bridge piers need not be designed for Barge Impact.
Specialist literature shall be referred for design of protection structures.
Flexible fenders or other protection system attached to the substructure help to limit the
damage to the barge and the substructure by absorbing part of impact (kinetic energy of
collision). For the design of combined system of pier and protection system, the design forces
as obtained from Clause 220.7 shall be used in absence of rigorous analysis.
220.10 Load Combination

The barge be considered as an accidental load and load combination shall
collision load shall
conform to the provisions of IRC:6. Barge impact load shall be considered only under Ultimate
Limit State. For working load/allowable stress condition, allowable stress may be increased by
50 percent.
The occurrence of a barge collision together with the maximum

probability of the simultaneous
flood need not be considered. For the purpose of load combination of barge collision, the
maximum flood level may be taken as the mean annual flood level of previous 20 years,
provided that the permissible maximum current velocities for the barges to ply are not
exceeded. In such event maximum level may be calculated backward from the allowable
current velocities. The maximum level of scour below this flood level shall be calculated by
scour formula in Clause 703.3.1 of IRC:78. However, no credit for scour shall be taken for
verifying required depth for allowing navigation.
221 SNOW LOAD

The snow load of 500 kg/m^ where applicable shall be assumed to act on the bridge deck
while combining with live load as given below. Both the conditions shall be checked
independently:
a) A snow accumulation upto 0.25 m

over the deck shall be taken into
consideration, while designing the structure for wheeled vehicles.
b) A snow accumulation upto 0.50 m

over the deck shall be taken into
consideration, while designing the structure for tracked vehicles.
c) In case of snow accumulation exceeding 0.50 m, design shall be based on the

maximum recorded snow accumulation (based on the actual site observation,
including the effect of variation in snow density). No live load shall be considered
to act along with this snow load.
64
IRC:6-2014
222 VEHICLE COLLISION LOADS ON SUPPORTS OF BRIDGES,

FLYOVER SUPPORTS AND FOOT OVER BRIDGES
222.1 General
222.1.1 Bridge piers of wall type, columns or the frames built in the median or in the vicinity of
the carriageway supporting the superstructure shall be designed to withstand vehicle collision
loads. The effect of collision load shall also be considered on the supporting elements, such as,
foundations and bearings. For multilevel carriageways, the collision loads shall be considered
separately for each level.
222.1 .2 The be considered on abutments or on the structures

effect of collision load shall not
separated from the edge of the carriageway by a minimum distance of 4.5 m and shall also not
be combined with principal live loads on the carriageway supported by the structural members
subjected to such collision loads, as well as wind or seismic load. Where pedestrian/cycle
track bridge ramps and stairs are structurally independent of the main highway-spanning
structure, their supports need not be designed for the vehicle collision loads.
Note : The tertiary structures, such as lighting post, signage supports etc. need not be designed
for vehicle collision loads.
222.2 Increase in Permissible Stress
The permissible stresses both steel and concrete shall be increased by 50 percent and the
in
safe bearing capacity of the founding strata increased by 25 percent when considering the
effect of collision loads.
222.3 Collision Load
222.3.1 The nominal loads givenTable 11 shall be considered to act horizontally as

in
Vehicle Collision Loads. Supports shall be capable of resisting the main and residual load
components acting simultaneously. Loads normal to the carriageway below and loads parallel
to the carriageway below shall be considered to act separately and shall not be combined.
Table 11 Nominal Vehicle Collision Loads on Supports of Bridges
Load Normal to the Load Parallel to the Point of Application on

Carriageway Below (Ton) Carriageway Below (Ton) Bridge Support
At the most severe point

Main load
50 100 between 0.75 and 1.5 m
component
above carriageway level
Residual 25 50 At the most severe point

load (10) (10) between 1 m and 3 m
component above carriageway level
Note : Figures within brackets are for FOBs.
65
IRC:6-2014
222.3.2 The loads indicated in Clause 222.3.1 are assumed
, for vehicles plying at velocity of
about 60 km/hour. In case of vehicles travelling at lesser velocity, the loads may be reduced
in proportion to the square of the velocity but not less than 50 percent.
222.3.3 The bridge supports shall be designed for the residual load component only, if
protected with suitably designed fencing system taking into account its flexibility, having a
minimum height of 1 .5 m above the carriageway level.
223 INDETERMINATE STRUCTURES AND COMPOSITE

STRUCTURES
Stresses due to creep, shrinkage and temperature, etc. should be considered for statically
indeterminate structures or composite members consisting for steel or concrete prefabricated

elements and components for which specialist literature may be referred to. Creep
cast-in-situ
and shrinkage produce permanent stresses and hence no relaxation in permissible stresses
shall be allowed.
66
Annex A IRC:6-2014
(Clause 201.2)
TRACKED VEHICLES . WHEELED VEHICLES

Width Width Vov Max. tyre lood
single sinale âx boîe Mox.lyre
Class of over Four wheelers ale Six whoelers axle load Minimum wheel spacing and tyre sizes of critical (Heaviest) oxies. on min.tyre size. pressure Remarks
track trock load load
0 c d e f 9 h i k 1 m P q
1.8t 2.42t 0.55 1 on

).7 l.fT
1.1 t l,Ot ft-TTo-e 2.46
col. (k)
i 1W0 pio IMO a to
. , ,
,
,
SA 150 X 410 kg/cm^
150x410
5Sl SA for (f) 220x510 MJStt
5.5 I 5.4t 1.7 t on
1990 3.4 t 2.2t 4.4t
0 1750 9 W ,7.0 DO 4.218
230 1980 iA Y.o 12Y
5R 2.1
no J!00 .jl,2, 010 SA 190 X 410 SA ISO x410 (f)4(h) kg/cm
Nose to toil 3050 _ .f1j,
Length 3660
BA 190 X 410 BA. 150 X 410 220x410
9.5t SA. for (f) 300x510
9,2 lot 2.9 t on
t g
W BO ,.,0 OB 5.273
fl
2740 ^ 3.5t 7.01
9R 300 2130 ua 3.5 1^
* )10 3300 1220 SA 230 X 510 SA220 <510 lor (1) kg/cm
Nose to toil SA150 x510
Length 4270
BA 230 X 610
6A1S0 K 510 250x510
SA. for 360x510 516^434
li.St (f)
12t 12t 3.75t on
B 2H0 8 00 2o DO 5.273
12R
2740
300 2290
'
f
)I0
7.5 t
L 3200
' ,i
1220
4.6t 9,6t
SA 250 X 510 5*230 510 (or (1) kg/cm^
Nose to toil ,
SA190 x510
BA 250 X 510 360x610
Length 4880 6A190 X 510
191 SA. for (f) 410x610
18.7tt S.OOt on
0 2,30 n 5.273
10.0 t 7,(
7.6t 15.2t
18R 360 2360 ,''] t220 SIO SA 360 X 510 SA230 x5I0 lor (t) kg/cm
Nose to toil 4270 no fi.f^
BA 360 X 510 SA220 x510 410x610
Length 5490 6A 220 X 510
251 SA for (f) 410x610
24R
Nose to
3660
toil
360 2440
'"'?
pio
0
20t
4270
12.<
. <\.
12.0t
10
4.2
21.2t
3W0
U
,
BJ
1220 BIO
8.5t 17 Ot
SA
Q
410
22TO
X
0
610 SA.300 xSlO lor

SA230 x510
(1)
0 U
SA.300 x5lO for
SA.230 x5lO
"
(()
6.00t on
5.273
kg/cm
Length 5490
BA 410 X 610
BA230 X 510
410x610
JB^SIO 2*40
Jot 38 t
,
,
7 OOt on
3660 14.0 20 DO 2M0 OB DO DD DO n 5.273
30R 410 2590 of 10.0Y
,oY t t
SA. 530 X 61O LcLJOO
kg/cm
P'O 3Ut> Axle sfMxing SA360 x510 SA.190 x510
Nose to toil SA.360 xSIO
Length 6440 1220 SA 460 X SIO
BA230 X SIO BA.230 X 510 BA.190 X 510
530x610
40t
55
!U^jl6
,
f ** 2510 ,
8. OOt on
t on nn 530x610
26 t
tJD 25,0 UU 00 DD 0 n 5.273
3660 16.0 t single oxie col.(l<]
1
560 2740 Axle spacing

40R SA. 530 X 610 for wind fttfBct The kg/cm
Nose to toil .f'op mo .j'^.j 1
1
BIO
1070 SA360 x610 SA.160 x510 SA.190 K510 ngth o( vehicle moy
BA. 460 X 610
Length 7320 BA300 X 510 ftHiOO X 510 aA.190 X 510 be ossumed 2440
50t 1.
25flO ,
25BO
65.5 t
50R
Nose to
4270
toil
610 2790
-J.
0 , 3M0 ,
ijof
2
%i
1
!70
tsif
^ 1070
'
S.3
BIO
17.5 t
32
Axle spocing
1070
t BB-iar-i
SA410 x610
D
U
SA410 xSIO
" DO
SA190 x510
H] ODÔD
OIT TO
5.273
,
kg/cm
2
Actual max. tyre load
4.38 t on 410x610
Length 7540 BA300 X 610 GA360 X 610 aAigo X 510
601 2670 2S70
74 t
,
, 1
60R
Nose to
4570
toil
760 2840 ,*a.o 7^1 7.5 Y
-
"Sl.O
.|. *P'
I8.df
.l.ifo. 810
*
iB,0
19.0 t
36
Axle spocing
1070
t OB
SA410 x610
2070 OB
0
U
Sk.410 610
"
SA.
00 DD
22Q xSIO
DD DD
DIT TO
5.273^
kg/cm
Actual max. tyre load
4.75 t on 410x610
Length 7920 BA410 X 610 BA410 X 610 BA. 220 X 510

701 2780
100 t 20 t 40 t , 1 1
70R
4570
640 2900
LO 12.0f,. 20
IJ.0Y
21J0
1'J' njff*

i7i}f 17. H
Bl(\
w}^ So o BB-TsHB 0 0 ., J DO DD DD
OIT TO
5.273
kg/cm
Actual mox, tyre lood
5.0 t on 410x610
.IjJTft
Nose to toil
1 .
1 Jj i J iiL SA410 x610 SA410 >610 SA 230 x510

Length 7920 BA410 X 610 VL4I0 I 610 e. 230 X 510
67
IRC:6-2014
222.3.2 Theloa<
about 60 km/hou
in proportion to ti
222.3.3 Tine brii
protected with si
minimum height i
223 I
Stresses due to
indeterminate str
elements and cas

and shrinkage pr
shall be allowed.
IRC:6-2014
Annex A
(Clause 201.2)
HYPOTHETICAL VEHICLES FOR CLASSIFICATION OF VEHICLES

AND BRIDGES (REVISED)
NOTES FOR LOAD CLASSIFICATION CHART
1) The possible variations in the wheel spacings and tyre sizes, for the heaviest
single axles-cols, (f) and (h), the heaviest bogie axles-col. (j) and also for the
heaviest axles of the train vehicle of cols, (e) and (g) are given in cols, (k), (I),
(m) and (n). The same pattern of wheel arrangement may be assumed for all
axles of the wheel train shown in cols, (e) and (g) as for the heaviest axles. The
overall width of tyre in mm may be taken as equal to [150+(p-1) 57], where "p"
represents the load on tyre in tonnes, wherever the tyre sizes are not specified
on the chart.
2) Contact areas of tyres on the deck may be obtained from the corresponding
tyre loads, max. tyre pressures (p) and width of tyre treads.
3) The first dimension of tyre size refers to the overall width of tyre and second
dimension to the rim diameter of the tyre. Tyre tread width may be taken as
overall tyre width minus 25 mm for tyres upto 225 mm width, and minus 50 mm
for tyres over 225 mm width.
4) The spacing between successive vehicles shall not be less than 30 m. This
spacing will be measured from the rear-most point of ground contact of the
leading vehicles to the forward-most point of ground contact of the following
vehicle in case of tracked vehicles. For wheeled vehicles, it will be measured

from the centre of the rear-most axle of the leading vehicle to the centre of the
first axle of the following vehicle.
5) The classification of the bridge shall be determined by the safe load carrying
capacity of the weakest of all the structural members including the main girders,
stringers (or load bearers), the decking, cross bearers (or transome) bearings,
piers and abutments, investigated under the track, wheel axle and bogie loads
shown for the various classes. Any bridge upto and including class 40 will be
marked with a single class number-the highest tracked or wheel standard load
class which the bridge can safely withstand. Any bridge over class 40 will be
marked with a single class number if the wheeled and tracked classes are the
69
same, and with dual classification sign showing both T and W load classes if
the T and W classes are different.

The calculations determining the safe load carrying capacity shall also allow for
the effects due to impact, wind pressure, longitudinal forces, etc., as described
in the relevant Clauses of this Code.
The distribution of load between the main girders of a bridge is not necessarily
equal and shall be assessed from considerations of the spacing of the main
girders, their torsional stiffness, flexibility of the cross bearers, the width
of roadway and the width of the vehicles, etc., by any rational method of
calculations.
The maximum single axle loads shown in columns (f) and (h) and the bogie
axle loads shown in column (j) correspond to the heaviest axles of the trains,
shown in columns (e) and (g) in load-classes upto and including class 30-R. In
the case of higher load classes, the single axle loads and bogie axle loads shall
be assumed to belong to some other hypothetical vehicles and their effects

worked out separately on the components of bridge deck.
The minimum clearance between the road face of the kerb and the outer edge
of wheel or track for any of the hypothetical vehicles shall be the same as for
Class AA vehicles, when there is only one-lane of traffic moving on a bridge. If
a bridge is to be designed for two-lanes of traffic for any type of vehicles given
in the Chart, the clearance may be decided in each case depending upon the
circumstances.
70
IRC:6-2014
NOTES FOR LOAD CLASSIFICATION CHART
QQ
1 1
1
1
*
TJ08 SO.OM 1
._,jj...,J
Uin
TRACKED VEHICLE
TRACKED VEHICLE
.tjfmmmmm...
"5 Wn.
WHEELED VEHICLE
Fig. 1A Class AATracked and Wheeled Vehicles (Clause 204.1)
Notes
1) The nose to tail spacing between two successive vehicles shall not be less than 90m.
2) For multi-lane bndges and culverts, each Class AA loading shall be considered to occupy
two lanes and no other vehicle shall be allowed in these two lanes. The passing/crossing
vehicle can only be allowed on lanes other than these two lanes. Load combination is as
shown in Table 2.
3) The maximum loads wheeled vehicle shall be 20 tonne for a single axle or 40
for the
tonne for a bridge of two axles spaced not more than 1 .2 m centres.
4) Class AA loading is applicable carriageway width of
only for bridges having
5.3 m and above (i.e. 1.2 x 2 + 2.9 =
5.3). The minimum clearance between
the road face of the kerb and the outer edge of the wheel or track, 'C, shall be
1.2 m.
5) Axle loads in tone. Linear dimensions in metre.
71
IRC:6-2014
Annex B
(Clause 202.3)
COMBINATION OF LOADS FOR LIMIT STATE DESIGN
1 Loads to be considered while arriving at the appropriate combination for carrying out
the necessary checks for the design of road bridges and culverts are as follows:
1 ) Dead Load
2) Snow load (See note i)
3) Superimposed dead load such as hand rail, crash barrier, foot path and service
loads.
4) Surfacing or wearing coat
5) Back Fill Weight
6) Earth Pressure
7) Primary and secondary effect of prestress
8) Secondary effects such as creep, shrinkage and settlement.
9) Temperature including restraint and bearing forces.
10) Carriageway live load, footpath live load, construction live loads.
11) Associated carriageway live load such as braking, tractive and centrifugal
forces.
12) Accidental effects such as vehicle collision load, barge impact and impact due
to floating bodies.
13) Wind
14) Seismic Effect
15) Erection effects
16) Water Current Forces

'
17) Wave Pressure
18) Buoyancy
Notes
i) The snow loads may be based on actual observation or past records in the particular
area or local practices, if existing
ii) The wave forces be determined by suitable analysis considering drawing

shall
and inertia forces etc. on single structural members based on rational methods or
model studies. In case of group of piles, piers etc., proximity effects shall also be
considered.
72
IRC:6-2014
2 Combination of Loads for the Verification of Equilibrium and Structural
Strength under Ultimate State
Loads are required to be combined check the equilibrium and the structural strength under
to
ultimate limit state. The equilibrium of the structure shall be checked against overturning, sliding
and uplift. It shall be ensured that the disturbing loads (overturning, sliding and uplifting) shall
always be less than the stabilizing or restoring actions. The structural strength under ultimate
limit state shall be estimated in order to avoid internal failure or excessive deformation. The
equilibrium and the structural strength shall be checked under basic, accidental and seismic
combinations of loads.
3 Combination Principles
The following principles shall be followed while using these tables for arriving at the
combinations:
i) All loads shown under Column 1 of Table 3.1 or Table 3.2 or Table 3.3 or
Table 3.4 shall be combined to carry out the relevant verification.
ii) While working out the combinations, only one variable load shall be considered
as the leading load at a time. All other variable loads shall be considered as
accompanying loads. In case if the variable loads produce favourable effect
(relieving effect) the same shall be ignored.
iii) For accidental combination, the traffic load on the upper deck of a bridge (when
collision with the pier due to traffic under the bridge occurs) shall be treated as
the leading load. In all other accidental situations the traffic load shall be treated
as the accompanying load.
iv) During construction the relevant design situation shall be taken into account.
v) These combinations are not valid for verifying the fatigue limit state.
4 Basic Combination
4.1 For Checking the Equilibrium
For checking the equilibrium of the structure, the partial safety factor for loads shown in
Column No. 2 or 3 under Table 3.1 shall be adopted.
4.2 For Checking the Structural Strength
For checking the structural strength, the partial safety factor for loads shown in Column
No. 2 under Table 3.2 shall be adopted.
5 Accidental Combination
Column No. 4 or 5 under Table 3.1 and

checking the structural strength, the
for partial safety
factor for loads shown in Column No. 3 under Table 3.2 shall be adopted.
73
IRC:6-2014
6 Seismic Combination
Column No. 6 or 7 under Table 3.1 and for checking the structural strength, the partial safety
factor for loads shown in Column No. 4 under Table 3.2 shall be adopted.
7 Combination of Loads for the Verification of Serviceability Limit State
Loads are required to be combined to satisfy the serviceability requirements. The serviceability
limit state check shall be carried out in order to have control on stress, deflection, vibration,
crack width, settlement and to estimate shrinkage and creep effects. It shall be ensured that
the design value obtained by using the appropriate combination shall be less than the limiting
value of serviceability criterion as per the relevant code. The rare combination of loads shall
be used for checking the stress The frequent combination of loads shall be used for
limit.
checking the deflection, vibration and crack width. The quasi-permanent combination of loads
shall be used for checking the settlement, shrinkage creep effects and the permanent stress
in concrete.
7.1 Rare Combination
For checking the stress limits, the partial safety factor for loads shown in Column No. 2 under
Table 3.3 shall be adopted.
7.2 Frequent Combination
For checking the deflection, vibration and crack width in prestressed concrete structures,
partial safety factor for loads shown in column no. 3 under Table 3.3 shall be adopted.
7.3 Quasi-permanent Combinations
For checking the crack width in RCC structures, settlement, creep effects and to estimate
the permanent stress in the structure, partial safety factor for loads shown in Column No. 4
under Table 3.3 shall be adopted.
8 Combination for Design of Foundations
For checking the base pressure under foundation and to estimate the structural strength
which includes the geotechnical loads, the partial safety factor for loads for 3 combinations
shown in Table 3.4 shall be used.
The material safety factor for the soil parameters, resistance factor and the allowable bearing
pressure for these combinations shall be as per relevant code.
74
:
IRC:6-2014
Table 3.1 Partial Safety Factor for Verification of Equilibrium
Accidental
Loads Basic Combination Seismic Combination
Combination
(1)
d lUIirninn
Ovprti
Va/ V III 1^
1
Rpctnri nn Ovprti
\J irninn
VCI LUI 1 ill lU
RpQtnrinfi Ox/prti irninn Dpctnrinn
or Sliding or Resisting or Sliding or Resisting or Sliding or Resisting
or Uplift Effect or Uplift Effect or Uplift Effect
Effect Effect Effect
Permanent Loads: 1.05 0.95 1.0 1.0 1.05 0.95

Dead Load, Snow load if present,
SIDL except surfacing, Backfill
weight, settlement, creep and
shrinkage effect
Surfacing 1.35 1.0 1.0 1.0 1.35 1.0
Prestress and Secondary effect of

prestress
(Refer Note 5)
Earth pressure due to Back Fill 1.50 -

1.0 - 1.0 -
Variable Loads
Carriageway Live Load, associated
loads (braking, tractive and
centrifugal forces) and Pedestrian
Live Load
(a) As Leading Load 1.5 0 0.75 0
(b) As accompanying Load 1.15 0 0.2 0 0.2 0
(c) Construction Live Load U 1 .U U 1 A U
Thermal Loads
(a) As Leading Load 1.50 0
(b) As accompanying Load 0.9 0 0.5 0 0.5 0
Wind
(a) As Leading Load 1.5 0 - - - -
(b) As accompanying Load 0.9 0
Live Load Surcharge effects (as 1.20 0

accompanying load)
Accidental effects:
i) Vehicle collision (or) 1
ii) Barge Impact (or) \ 1.0

iii) Impact due to floating bodies J
Seismic Effect
- - - - -
(a) During Service 1.5
(b) During Construction 0.75
Construction Condition:
Counter Weights:
a) When density or self weight is well 0.9 1.0 1.0
defined
b) When density or self weight is not 0.8 1.0 1.0
well defined
_ -
c) Erection effects 1.05 0.95
Wind
(a) Leading Load 1.50 0
(b) Accompanying Load 1.20 0
Hydraulic Loads: 1.0

(Accompanying Load):
Water current forces 0 1.0 1.0
Wave Pressure 1.0 0 1.0 1.0

Hydrodynamic effect 1.0
Buoyancy 1.0 1.0 1.0
75
During launching tlie counterweigiit position shall be allowed a variation
of 1 m for steel bridges.
For Combination principles refer Para 3.
Thermal effects include restraints associated with expansion/contraction due to type

of construction (Portal frame, arch and elastomeric bearings), frictional restraint in
metallic bearings and thermal gradients. This combination however, is not valid for
the design of bearing and expansion joint.
Wind load and thermal load need not be taken simultaneously.

Partial safety factor for prestress and secondary effect of prestress shall be as
recommended in the relevant codes.
Wherever Snow Load is applicable. Clause 221 shall be referred for combination of
snow load and live load.
Seismic effect during erection stage is reduced to half when construction phase
does not exceed 5 years.
For repair, rehabilitation and retrofitting, the load combination shall be project
specific.
For calculation of time period and seismic force, dead load, SIDL and appropriate
live load as defined in Clause 219.5.2, shall not be enhanced by corresponding
partial safety factor as given in Table 3.1 and shall be calculated using unfactored
loads.
76
IRC:6-2014
Table 3.2 Partial Safety Factor for Verification of Structural Strength
Ultimate Limit State

Loads Basic Accidental Seismic
Combination Combination Combination
(1) (2) (3) (4)
Permanent Loads:
Dead Load, Snow load if present, SIDL except surfacing
a) Adding to tiie effect of variable loads 1.35 1.0 1.35
b) Relieving the effect of variable loads 1.0 1.0 1.0
Surfacing:
Adding to the effect of variable loads 1.75 1.0 1.75
Relieving the effect of variable loads 1.0 1.0 1.0
Prestress and Secondary effect ofprestress

(refer note no. 2)
Back fill Weight 1.50 1.0 1.0
Eartti pressure due to Back Fill
a) Leading Load 1.50 1.0

b) Accompanying Load 1.0 1.0 1.0
Variable Loads:
Carriageway Live Load and associated loads (braking,
tractive and centrifugal forces) and
Pedestrian Live Load:
a) Leading Load 1.5 0.75 0
c) Construction Live Load 1.35 1.0 1.0
Wind during service and construction

a) Leading Load 1.50
b) Accompanying Load 0.9
Live Load Surcharge (as accompanying load) 1.2 0.2 0.2
Erection effects 1.0 1.0 1.0
Accidental Effects:
Vehicle Collision (or)
i)
^
ii) Barge Impact (or) r - 1.0 -
iii) Impact due to floating bodies J
Seismic Effect
a) During Service - - 1.5
b) During Construction 0.75
Hydraulic Loads (Accompanying Load):
Water Current Forces 1.0 1.0 1.0

Wave Pressure 1.0 1.0 1.0
Hydrodynamic effect 1.0
Buoyancy 0.15 0.15 0.15
77
IRC:6-2014
Notes :
1) For combination principles, refer Para 3.
2) Partial safety factor for prestress and secondary effect of prestress shall be as
3) Wherever Snow Load is applicable, Clause 221 shall be referred for

combination of snow load and live load.
4) For calculation of time period and seismic force, dead load, SIDL and appropriate
live load as defined in Clause 219.5.2, shall not be enhanced by corresponding
partial safety factor as given in Table 3.2 and shall be calculated using unfactored
loads.
Table 3.3 Partial Safety Factor for Verification of Serviceability Limit State
Loads Rare Combination Frequent Quasi-permanent

Combination Combination
(1) (2) (3) (4)
Permanent Loads:
Dead Load, Snow load if present,
SIDL including surfacing 1.0 1.0 1.0
Back fill Weight 1.0 1.0 1.0
Prestress and Secondary effect of prestress

(refer note no. 4)
Shrinkage and Creep Effects 1.0 1.0 1.0
Earth Pressure due to Back Fill 1 .(J 1 .0 1.0
Settlement Effects
a) Adding to the permanent loads 1.0 1.0 1.0
b) Opposing the permanent loads 0 0 0
Variable Loads:
Carriageway Live Load and associated
loads(braking, tractive and centrifugal forces) and
Pedestrian Live Load
b) Accompanying Load 0.75 0.2 0 .
Thermal Loads
Wind
b) Accompanying Load 0.60 0.50 0
Live Load Surcharge (Accompanying Load) 0.80 0 0
Hydraulic Loads (Accompanying Load):
Water Current Forces 1.0 1.0

Wave Pressure 1.0 1.0
Buoyancy 0.15 0.15 0.15
78
IRC:6-2014
Notes :
1) For Combination principles, refer Para 3.
2) Tliermal load includes restraints associated with expansion/ contraction due to type
of construction (Portal frame, arch and elastomeric bearings), frictional restraint in
metallic bearings and thermal gradients. This combination however, is not valid for
the design of bearing and expansion joint.
3) Wind and thermal loads need not be taken simultaneously.
4) Partial safety factor for prestress and secondary effect of prestress shall be as
5) Where Snow Load is applicable, Clause 221 shall be referred for combination of
Table 3.4 Combination for Base Pressure and Design of Foundation
Loads Combination Combination Seismic Accidental
(1) (2) Combination Combination
(2) (3)
Permanent Loads:
Dead Load, Snow load if present, SIDL except surfacing,
Bacl< Fill earth filling 1.35 1.0 1.35 1.0
SIDL Surfacing 1.75 1.0 1.75 1.0
Pre-stress Effect
(refer note 4)
Settlement Effect 1.0 or 0 1.0 or 0 I.OorO I.OorO
Earth Pressure due to back fill

b) Accompanying Load 1.0 0.85 1.0 1.0
Variable Loads:
All carriageway loads and associated loads (braking,
tractive and centrifugal) and pedestrian load
(0.75 if applicable) (0.75 if applicable)
orO orO
b) Accompanying Load 1.15 1.0 0.2 0.2
Thermal Loads as accompanying load 0.90 0.80 0.5 0.5
Wind
b) Accompanying Load 0.9 0.80 0 0
Live Load Surcharge as Accompanying Load 1.2 1.0 0.2 0.2

(if applicable)
Accidental Effect or Seismic Effect

Seismic effect during construction
a) During Service 1.5 1.0
b) During Construction 0.75 0.5
Erection effects 1.0 1.0 1.0 1.0
Hydraulic Loads:
Water Current 1.0 or 0 1.0 or 0 I.OorO 1.0 or 0
Wave Pressure 1.0 or 0 1.0 or 0 1.0 or 0 1.0 or 0
Hydrodynamic effect I.OorO 1.0 or 0
Buoyancy:
For Base Pressure 1.0 1.0 1.0 1.0
For Structural Design 0.15 0.15 0.15 0.15
79
For combination principles, refer para 3.
Where two partial factors are indicated for loads, both these factors shall be considered
for arriving at the severe effect.
Wind and Thermal effects need not be taken simultaneously.
Partial safety factor for prestress and secondary effect of prestress shall be as
Wherever Snow Load is applicable, Clause 221 shall be referred for combination of
Seismic effect during erection stage is reduced to half when construction phase does
not exceed 5 years. '
For repair, rehabilitation and retrofitting the load combination shall be project specific.
For calculation of time period and seismic force, dead load, SIDL and appropriate live
load as defined in Clause 219.5.2. shall not be enhanced by corresponding partial
safety factor as given in Table 3.4 and shall be calculated using unfactored loads.
At present the combination of loads shown in Table 3.4 shall be used for structural
design of foundation only. For checking the base pressure under foundation unfactored
loads shall be used. Table 3.4 shall be used for checking of base pressure under
foundation only when the relevant material safety factor and resistance factor are
introduced in IRC:78.
80
.
IRC:6-2014
Annex C
(Clause 209.3.3)
Wind Load Computation on Truss Bridge Superstructure
C-1.1 Superstructures without live load: The design transverse wind load sliall be
derived separately for the areas of the windward and leeward truss girder and deck elements.
Except that need not be derived considering the projected areas of windward parapet
shielded by windward truss, or vice versa, deck shielded by the windward truss, or vice versa
and leeward truss shielded by the deck.
The area for each truss, parapet etc. shall be the solid area in normal projected elevation.
The area for the deck shall be based on the full depth of the deck.
C-1.2 Superstructures with live load: The design transverse wind load shall be derived
separately for elements as specified in C-1 and also for the live The area A^ for
load depth.
the deck, parapets, trusses etc. shall be as for the superstructure without live load. The area
A^ for the live load shall be derived using the appropriate live load depth.
C-1 .3 Drag Coefficient for All Truss Girder Superstructures
a) Superstructures without live load: The drag coefficient for each truss and for
the deck shall be derived as follows:
For a windward truss shall be taken from Table C-1 For leeward truss of a superstructure
.
with two trusses, drag coefficient shall be taken as t/C^. Values of shielding factor rj are given
in Table C-2. The solidity ratio of the truss is the ratio of the effective area to the overall area
of the truss.
Where a superstructure has more than two trusses, the drag coefficient for the truss adjacent
to the windward truss shall be derived as specified above. The coefficient for all other trusses
shall be taken as equal to this value.
For Deck Construction, the drag coefficient shall be taken as 1 .1
b) Superstructure with live load: The drag coefficient for each truss and for the
deck shall be as for the superstructure without live load. for the unshielded parts
of the live load shall be taken as 1 .45.
81
:
IRC:6-2014
Table C-1 Force Coefficients for Single Truss
Drag Coefficient for
Solidity
Built-up Rounded Members of Diameter (d)
Ratio Sections
(O)
Subcritical flow Supercritical flow
(dV^< 6m2/s) (dV^ > 6m2/s)
0.1 1.9 1.2 0.7
0.2 1.8 1.2 0.8
0.3 1.7 1.2 0.8
0.4 1.7 1.1 0.8
0.5 1.6 1.1 0.8
Notes
1) Linear interpolation between values is permitted.
2) The solidity ratio of the truss is the ratio of the net area to overall area of the truss
Table C-2 Shielding Factor i] for Multiple Trusses
Value of 1] for Solidity Ratio

^ . Truss Spacing Ratio
0.1 0.2 0.3 0.4 0.5
<1 1.0 0.90 0.80 0.60 0.45
2 1.0 0.90 0.80 0.65 0.50
3 1.0 0.95 0.80 0.70 0.55
4 1.0 0.95 0.85 0.70 0.60
5 1.0 0.95 0.85 0.75 0.65
6 1.0 0.95 0.90 0.80 0.70
Notes :
1 ) Linear interpolation between values is permitted.
2) The truss spacing ratio is the distance between centers of trusses divided by
depth of the windward truss.
82
IRC:6-2014
Annex D
(Clause 219.5)
The fundamental natural period T (in seconds) of pier/abutment of the bridge along a horizontal
direction may be estimated by the following expression:
where,
D = Appropriate dead load of the superstructure and live load in kN

F = Horizontal force kN required to be applied at the centre of mass of
in
superstructure for one mm horizontal deflection at the top of the pier/

abutment for the earthquake in the transverse direction; and the force
to be applied at the top of the bearings for the earthquake in the longitudinal
direction.
83
:
IRC:6-2014
Annex E
(Clause 220.1)
CLASSIFICATION OF INLAND WATERWAYS IN INDIA
Class of Tonnage Barge Units Minimum Dimensions of Navigational Channels in Minimum Clearances for cross
Waterway (DWT) Lean Seasons structure
of SPV
Dimension Tonnage Rivers Canals Horizontal Clearance
(T)
of Single Dennensionof of Barge
Barge Barge Units Units Bottom Bottom Radius Vertical
(DWT) Depth* Width Depth* Width Rivers Canals V-'iydrdllL-C
(m) (m) (T) (m) (m) (m) (m) (m) (m) (m) (m)
80x5x1.0
100 32x5x1.0 200 1.20 30 1.50 20 300 30 20 4.0
^
1
1 1
110x8x1.2
II 300 45x8x1.2 600 1.40 40 1.80 30 500 40 30 5.0
^ 1 1
141x9x1.5
III 500 58x9x1.5 1000 1.70 50 2.20 40 700 50 40 7.0
^ 1 1
170x12x1.8
IV 1000 70x12x1.6 2000 2.00 50 2.50 50 800 50 50 10.0
^ 1 1
170x24x1.8
V 1000 70x12x1.6 4000 2.00 80 800 80 10.0
cz
21 0x14x2.5
VI 2000 86x14x2.5 4000 2.75 80 3.50 60 900 80 60 10.0
1
210x26x2.5
VII 2000 86x14x2.5 8000 2.75 100 900 100 10.0
cz:
Note
1) SPV : Self Propelled Vehicle : L-Overall Length ; B-Beam Width; D-Loaded Draft
2) Minimum Depth of Channel should be available for 95% of the year
3) The vertical clearance shall be available in at least 75% of the portion of each of the
spans in entire width of the waterway during lean season. .
4) Reference levels for vertical clearance in different types of channels is given below :
A) For rivers, over Navigational High Flood Level (NHFL), which is the highest
Flood level at a frequency of 5% in any year over a period of last twenty
years
B) For tidal canals, over the highest high water level
C) For other canals, over designed for supply level
84
(The Official amendments to this document would be
published by the IRC in its periodical, 'Indian Highways'
which shall be considered as effective and as part of the
code/guidelines/manual, etc. from the date speciipied therein)
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IRC:6-2014

LOADS AND STRESSES

INDIAN ROADS CONGRESS

LOADS AND STRESSES

Reprinted iviarcn, lyyy

(All Rights Reserved. No Part of this Publication shall be reproduced,

Printed by India Offset Press, Delhi-1 10064

Personnel of the Bridges Specifications and Standards Committee (i)

202 Loads, Forces and Stresses 4

203 Dead Load 5

204 Live Loads ' 8

205 Reduction in the Longitduinal Effect on Bridges Accommodating 19

207 Tramway Loading 23

209 Wind Load 27

210 Horizontal Forces due to Water Currents 34

212 Centrifugal Forces 40

216 Deformation Stresses (for steel bridges only) 46

218 Erection Stresses and Construction Loads 47

219 Seismic Force 48

https ://arch ve .0 rg/detai Is/govl awi rcy201 406

4. Agrawal, K.N. DG(W), CPWD (Retd.) Ghaziabad

8. Bandyopadhyay, Dr. N. Director, Stup Consultants (P) Ltd. New Delhi

9. Bandyopadhyay, Dr. T.K Joint Director General (Retd.) INSDAG, Kolkata

10. Banerjee, A.K. Chief Engineer (Retd.) MoRT&H, New Delhi

11. Banerjee, T.B. Chief Engineer (Retd.) MoRT&H, New Delhi

12. Basa.Ashok Director (Tech.) B. Engineers & Builders Ltd., Bhubaneswar

13. Bhasin, P.C. ADG (B), (Retd.), MoRT&H, New Delhi

15. Bongirwar, P.L. Advisor, L&T, Mumbai

21. Kumar, Ashok Chief Enginee (Retd.), MoRT&H, New Delhi

23. Kumar, Vijay E-in-Chief (Retd.) UP, PWD,

25. Mukherjee, M.K. Chief Engineer (Retd.) MoRT&H, New Delhi

26. Nagpal,A.K. Prof. NT, New Delhi

27. Narain,A.D. DG (RD) & AS, MoRT&H (Retd.) New Delhi

randey, K.i\. unieT engineer (rianning), mok i oiH, New uelni

36. Sharma, R.S. Chief Engineer (Retd.) MoRT&H, New Delhi

41. Velayutham,, V. DG (RD) & SS (Retd.) MoRT&H, New Delhi

42. Viswanathan, T. 7046, Sector B, Pocket 10 , Vasant Kunj ,New Delhi

43. The Executive Director (B&S) RDSO, Lucknow

STANDARD SPECIFICATIONS AND CODE OF

In the Bridges Committee meeting held at Bombay

Banerjee, A.K. Convenor

Chandke, A.S. Sharma, Aditya

Huda, Y.S. Sarangi, D.

Kumar, Manoj Thakkar, Dr. S.K.

Mukherjee, M.K. Thandavan, K.B.

Puri, S.K. Verma, G.L.

4) Impact factor on vehicular live load Q.^

5) Impact due to floating bodies or

10) Centrifugal force F^^

12) Earth pressure including live load

13) Temperature effects F^^

(see note ii)

14) Deformation effects F^

15) Secondary effects F^

17) Seismic force Feq

19) Grade effect Ge

202.3 Combination of Loads and Forces and Permissible Increase in Stresses

203 DEAD LOAD

Service Condition Construction

uT (y) uoipyj Buueag

E f^' iipHiiii aiiiiif)A

independently or in combination, maximum permissible tensile stress in Prestressed

overall rise or fall of temperature of the structure shall also be considered.